PA44 Lycoming Ovehaul Manual 76 Series 60294-9 Rev Jun 1996

Lycoming
SERVICE TABLE OF LIMITS

AND
TORQUE VALUE
RECOMMENDATIONS
NOTICE
The basic Table of Limits, SSP2070 (including SSP2070-1, SSP2070-2, SSP2070-3 and SSP2070-3A) has been completely
revisedand reissuedherewith as SSP1776. It is now made up of the following four parts, each part contains five sections.
PART I DIRECT DRIVE ENGINES (Including VO and IVO-360)

PART II INTEGRAL ACCESSORYDRIVE ENGINES
PART III GEARED ENGINES
PART IV VERTICAL ENGINES (Excluding VO and IVO-360)
SECTIONI 500 SERIES CRANKCASE,CRANKSHAFT & CAMSHAFT

SECTIONII 600 SERIES CYLINDERS
SECTIONIII 700 SERIES GEAR TRAIN
SECTION IV 800 SERIES BACKLASH(GEAR TRAIN)
SECTIONV 900 SERIES TORQUE AND SPRINGS
This publication supersedes and replaces the previous publications SSP2070, SSP2070-1, SSP2070-2, SSP2070-3 and
SSP2070-3A; it is not to be used in conjunction with them. To make sure that SSP1776 will receive the attention of
maintenance personnel, a complete set of pages for the book is sent to all registered owners of Overhaul Manuals. These
recipients should remove all previous Table of Limits material from the Overhaul Manual and discard.
Additional copies of this revised Table of Limits, bound in a plastic cover, are available as indicated in the latest edition of
ServiceLetter No. L114.
Reference numbers in the Table of Limits vary from previous Table of Limits therefore, the current as well as the old
numbers are listed. The shaded columns contain the old reference numbers.
SSP1776 April 30, 1979*
* - Indicates cut-off date for data retrieved prior to publication.

INTRODUCTION
This Table of Limits is provided to serve as a guide to all service and maintenance personnel engaged in the
repair and overhaul of Textron Lycoming Aircraft Engines. Much of the material herein contained is subject to revi-
sion; therefore, if any doubt exists regarding a specific limit or the incorporation of limits shown, an inquiry should
be addressed to the Textron Lycoming factory for clarification.
DEFINITIONS:
Ref. (1st column) The numbers in the first column headed "Ref." are shown as a reference number
to locate the area described in the "Nomenclature" column. This number will be
found in a diagram at the end of each section indicating a typical section where
the limit is applicable.
Ref. (2nd column) Indicates the old reference number. There are no diagrams in this manual for
these numbers. These numbers are only to be found in previous publications.
Chart (3rd column) The letter or letter and number in this column are used as symbols to designate
engine models to which the specific limits is applicable. A list of the letter or
letter and number and the engine to which they refer is shown below.
Nomenclature (4th column) This is a brief description of the parts or fits specified in the adjacent columns
and indicated in the diagram at end of each section.
Dimensions (5th & 6th columns) The dimensions shown in column 5 are the minimum and maximum dimensions
for the part as manufactured. The dimensions shown in column 6 indicate the
limit that must not be exceeded. Unless it can be restored to serviceablesize, any
part that exceeds this dimension must not be rebuilt into an engine.
Clearance (7th & 8th columns) Like the dimensions shown in the 5th and 6th columns, the clearance represents
the fit between the two mating surfaces as controlled during manufacture and as
a limit for permissible wear. Clearances may sometimes be found to disagree
with limits for mating parts; for example, maximum diameter of cylinder minus
minimum diameter of piston exceeds limit for piston and barrel clearance. In
such instances, the specified maximum clearance must not be exceeded.
In some instances, where a parts revision has caused a dimensional or tolerance change, the superseded dimenional data has
been deleted from the list; provided compliance with the change is not mandatory.
Letters of the alphabet and numbers are used as symbols throughout the Table of Limits to represent specific
interpretations and to designate engine models. Letters in parenthesis refer to dimensional characteristics; letters (or
combinations of letters and numbers) without parenthesis indicate engine models. They are listed below with their separate
definitions.
(A) These fits are either shrink fits controlled by machining, fits that may readily be
adjusted, or fits where wear does not normally occur. In each case, the fit must
be held to manufacturing tolerance.
(B) Side clearance on piston rings must be measured with face of ring flush with
piston.
(D) The dimensions shown are measured at the bottom of the piston skirt at right
angles to the piston pin.
(E) Permissible wear of the crankshaft (rod and main bearing journals) to be minus
0.0015 on the diameter.
(L) Loose fit; wherein a definite clearance is mentioned between the mating
surfaces.
(T) Tight fit; shrink or interference fit.
(WD) Wide Deck Crankcase.
i
Introduction
The illustrations shown are typical of the referenced limit or fit described in the Table and in no instance are these
illustrations intended to represent a specific part or engine model unless specified. Also, the terms used to designate cylinder,
piston and ring materials such as "nitride, chrome, half-wedge" are more fully explained in the latest edition of Service
Instruction No. 1037.
PART I DIRECT DRIVE ENGINES (Including VO and IVO-360)

CHART MODELS CHART MODELS
A 0-235 S5 IO, LIO-360-A, -C (Angle Valve)
Al 0-235-F, -G, -K, -L S6 IO, LIO-360-A, -CWith Gov. at Front
B 0-290 (IO, LIO-360-ClE6 & IO-360-A1D6)
B1 0-290-D2 S7 HIO-360-D
D 0-435-A S8 HIO-360-B
BD 0-320-H (76 Series) S9 HIO-360-C, -E
G 0, IO, LIO, AEIO-320 S10 HIO-360-A
G1 0, 10-320 With Gov. at Front T 0, IO, LIO, AEIO, TIO, LTIO-540
(0-320-ElF, -E1J, -D1F & IO-320-D1B) T1 0-540-G, -H & IO-540-N, -R
G2 AIO-320 (Large Mains - Parallel Valve)
J 0-340 T2 10-540-A, -B, -E, -G, -P
Y VO, IVO-360 (Angle Valve)
S O, IO0,LIO, HIO, LHIO, TO, TIO, AEIO-360 T3 IO-540-K, -M,-S; TIO, LTIO-540-A,
S1 TO-360 -F, -J, -N, -R (Large Mains- Angle
S2 AIO-360 Valve)
S3 TIO-360 T4 TIO-540-C, -E, -G, -H
S4 0-360-AWith Gov. at Front AF IO-720
(0-360-AlH, -A1LD) BE O, LO-360-E (76 Series)
NOTE: In "Chart" column, a number appearing after a letter shows exception to the basic model.
ii
PART1 DIRECTDRIVE ENGINES
SECTION I CRANKCASE,CRANKSHAFT,CAMSHAFT
Ref. Ref. Chart Nomenclature Dimensions Clearances

Mfr. Mfr.
New Old Min. Serv. Min. Serv.
& Max. & Max.
Max. Max.
500 501 A All Main Bearings and .0025L

Crankshaft .055L .0060L
B-D-G-J-S-T-Y-BD-BE-AF Main Bearings and Crankshaft
(Thin Wall Bearing - .09 .0015L
Wall Approx.) .0045L .0060L
B-G-J-S-T-Y-AF Main Bearings and Crankshaft
(Thick Wall Bearing - .0011L
.16 Wall Approx.) .004-1L .0050L
A Diameter of Main Bearing 2.3735

Journal on Crankshaft (E)
B-D-G-J-S-T-Y-BD-BE Diameter of Main Bearing
Journal on Crankshaft 2.3745
(2-3/8 in. Main) (E)
T1-T3-AF Diameter of Main Bearing
Journal on Crankshaft 2.6245
G**-J-S-T-Y-E Narrow Deck,
*0-320-A, (2-5/8 in. Main) (E)
T1-T3-AF
T1-T3-AF
S8-S10 Diameter of Front Main
.............. T1-T3-AF
Bearing on Journal on Crank- 2.3750
shaft (2-3/8 in. Main) 2.3760 (E)
Diameter of Front Main
Bearing Journal on Crank- 2.6245
shaft (2-5/8 in. Main) 2.6255 (E)
SSP1776 A-B-D-G-J-S-T-Y-BD
500 955 A-B-B1-D-G*-BD-BE Crankcase Bearing Bore Dia-
meter (All) (Thin Wall Bear- 2.566
T1-T3-AF ing) (2-3/8 in. Main) 2.567 2.5685
Crankcase Bearing Bore Dia-
meter (All Except Front) (Thick 2.6865
Wall Bearing) (2-3/8 in. Main) 2.6875 2.6890
...........
T1-T3-AF
T1-T3-AF Crankcase Bearing Bore Dia-
meter (Front Only) (Thin Wall 2.816
T1-T3-AF Bearing) (2-5/8 in. Main) 2.817 2.8185
T1-T3-AF meters (All Except Front)
(Thick Wall Bearing) (2-5/8 2.9365
in. Main) 2.9375 2.9390
S1-T-AF Crankcase Bearing Bore Dia-
meter (All) (Thin Wall Bear- 2.816
ing) (2-5/8 in. Main) 2.817 2.8185
meter (Front Only) (Thin Wall 2.566
Bearing) (2-3/8 in. Main) 2.567 2.5685
Connecting Rod Bearing and .0008L

Crankshaft .0038L .0050L
Diameter of Connecting Rod
Journal on Crankshaft (2-1/8 2.1235
in.) 2.125 (E)
1-1
PART 1 DIRECT DRIVE ENGINES
SECTION I CRANKCASE,CRANKSHAFT, CAMSHAFT

Mfr. Mfr.
New Old Min. Serv.
Serv. Min. SServ.
& M ax. & Max.
Max. Max.
501 S-T-AF Diameter of Connecting Rod

Journal on Crankshaft (2-1/4 2.2485
in.) 2.250 (E)
A-B-D-G-J-S-T-Y-BD-BE Connecting Rod Bearing
Bore Diameter (2-1/8 in.)
(MeasuredAt Axis 30 ° on 2.2870
Each Side) 2.2875
Connecting Rod Bearing
Bore Diameter (2-1/4 in.)
(MeasuredAt Axis 30 ° on 2.4205
Each Side) 2.4210
Connecting Rod - Side Clearance .004L
.010L .016L
Connecting Rod - Alignment .010 in 10 Inches
504 567 ALL Connecting Rod - Twist .012 in 10 Inches
505 Crankshaft Run-Out at Center
Main Bearing
4 CYLINDER Mounted on No. 1 and 4 Journals
Max. Run-Out No. 2 Journal .002 .002
Mounted on No. 1 and 4 Journals
Max. Run-Out No. 3,4 and 5
Journals .005 .0075
506 568 ALL Crankshaft and Crankcase Front .009L
End Clearance .016L .026L
507 938 ALL Clearance - Front Face of
Crankshaft Oil Slinger to
Front Face of Recess in
Crankcase (Crankshaft Against 002
Thrust Face) (A)
SSP1776 1-2
SECTION I CRANKCASE,CRANKSHAFT, CAMSHAFT

Mfr. Mfr.
& Max. & Max.
Max. Max.
508 ALL Crankshaft Prop. Flange
Run-Out .002 .005
509 ALL Starter Ring Gear and Support .014T
.022T (A)
510 504 A-B-D-G-J-S-T-Y-AF Crankshaft Timing Gear and .0005T
BD-BE Crankshaft .0010L (A)
511 A-B-D-G-J-S-T-Y-AF Tappet Body and Crankcase .0010L
.0033L .004L
BD-BE Tappet Body and Crankcase .0010L
.0030L .004L
A-B O.D. of Tappet .6232
.6240 .6229
B1-D-G-J-S-T-Y-AF O.D. of Tappet .7169
.7177 .7166
BD-BE O.D. of Tappet .8740
.8745 .8737
A-B I.D. Tappet Bore in .6250
Crankcase .6263 .6266
B1-D-G-J-S-T-Y-AF I.D. Tappet Bore in .7187
BD-BE I.D. Tappet Bore in .8755
512 559 B1-D-G-J-S-T-Y Tappet Plunger Assembly .0010L
and Body - Chilled .0047L .0067L
S7-S1-AF Tappet Plunger Assembly .0010L
.OO10L
and Body - Hyperbolic .0067L .0087L
513 560 B1-D-G-J-S-T-Y Tappet Socket and Body .002L
.005L .007L
S7-S1-AF Tappet Socket and Body .002L
(Hyperbolic) .007L .009L
514 537 ALL Camshaft and Crankcase .002L
.004L .006L
515538 ALL Camshaft - End Clearance .002L
.009L .015L
516 539 ALL Camshaft Run-Out at Center .000
Bearing Journal .001 .006
517 578 All Models Using Counterweight Bushing and .0013T
Counterweights Crankshaft .0026T (A)
518 All Models Using Counterweight Roller - End .007L
Counterweights Clearance .025L .038L
519 580 All Models Using Counterweight and Crankshaft .003L
Counterweights - Side Clearance* .017L
520 696 All Models Using Counterweight Bore and Washer .0002L
Counterweights O.D. .0030L (A)
521 775 All Models Using I.D. of Counterweight .7485
775 Counterweights Bushing .7505 .7512
*Measure below roll ernext to flat.
SSP1776 1-3

Mfr. Mfr.
& Max. & Max.
Max. Max.
522 774 ALL O.D. of Counterweight Roller

774
(AS APPLICABLE) (See latest edition of Service
Instruction No. 1012)
523 503 D Thrust Bearing and Propeller .0000
Shaft .0012L .002L
524 509 D Thrust Bearing and Thrust Bearing .003T
Cap Clamp Fit (Shim to this Fit) .005T (A)
525 555 D Thrust Bearing Tilt .027 Tilt
526 505 D Crankshaft Run-Out -Rear Cone
Location .003
527 506 D Crankshaft Run-Out -Front Cone
Location .007
527 506
528 508 D Thrust Bearing and Thrust Bearing .0016L
508 Cage .0034L .0045L
(CRANKSHAFT
AGAINST
THRUSTFACE)
Longitudinal Section Thru Engine

SSP1776 1-4
Crankcase,Crankshaft, Camshaftand RelatedParts
SSP1776 1-5
SECTION II CYLINDERS
Ref. Ref. Chart Nomenclature Dimensions

nsions Clearances
Mfr. Mfr.
& Max. & Max.
Max. Max.
600 510 ALL Connecting Rod and Connecting Bushing To Be

Rod Bushing Burnished in Place
510ALL Finished I.D. of Connecting 1.1254
Rod Bushing 1.1262
601 510 A-B-D-G-J-BD Length Between Connecting 6.4985
A-B-D-G-J-BD Bearing Centers 6.5015
S-T-Y-AF-BE Length Between Connecting 6.7485
RodBearing Centers 6.7515
602 511 ALL Connecting Rod Bushing and .0008L
Piston Pin .0025L
603 512 ALL Piston Pin and Piston .0003L
.0014L .0018L
ALL Diameter of Piston Pin Hole 1.1249
in Piston 1.1254
ALL Diameter of Piston Pin 1.1241
1.1246
604 513 A-G-J-S-T-AF-BD- Piston and Piston Pin Plug
513 BE .002L
A-G-J-S-T-AF-BD- *Diameter of Piston Pin Plug 1.1242
BE 1.1247
605 513 B-D-G-J-S-T-Y-AF Piston Pin and Piston Pin
513 Plug (Optional) .00025L .005L
G-J-S-T-Y-AF *Diameter of Piston Pin Plug
B-D Diameter of Piston Pin Plug .8405

(Thin Wall Pin) .8415
*See latest edition of Service Instruction No. 1267.
606 514 A-B Piston Ring and Piston - Side
Clearance (Top Ring Comp.) .000
(Plain) Full Wedge .004L .006L(B)
B-D Piston Ring and Piston - Side
Clearance (Top Ring Comp.) .0025L
(Chrome) Full Wedge .0065L .008L(B)
G-J-S-T-Y-AF-BD- Piston Ring and Piston - Side
BE Clearance (Top Ring Comp.) .0025L
Half Wedge .008L(B)
606 515 B Piston Ring and Piston - Side
Clearance (2nd Ring Comp.) .0025L
(Chrome) Full Wedge .0065L .008L(B)
A-B-D-G-J-S-T-Y-AF- Piston Ring and Piston - Side
BD-BE Clearance (2nd Ring Comp.) .000
Full or Half Wedge .004L .006L(B)
J Piston Ring and Piston - Side
j Clearance (3rd Ring Comp.) .000
J Half Wedge .004L .006L(B)
606 516 ALL Piston Ring and Piston - Side 002L
ALL Clearance (Oil Regulating) .006L(B)
SSP1776 1-6
Ref. Ref. Chart Nomenclature Dimensio ns Clearances

Mfr. Mfr.
New Old Min. Serv. Min. SServ.
& Max. & Max.
Max.
Max. Max.
606 517 A Piston Ring and Piston - Side .003L

517 A Clearance (Bottom) .0055L .007L(B)
607 615 ALL Piston Ring Gap (Compression)
615 ALL Plain and Chrome Cylinders .020
615 (Straight Barrels) .030 .047
ALL Piston Ring Gap (Compression)
Nitrided and Chrome Cylinders .045
(Choke Barrels) .055 .067
ALL Piston Ring Gap (Oil Regulating) .015
(All Barrels) .030 .047
A-T2 Piston Ring Gap (Oil Scraper) .015
(All Barrels) . 030 .047
For Choke Barrels - Ring gap is measured within 4 inches from bottom. Ring gap at top of travel must not be
less than .0075.
For all Other Barrels - Ring gap is measured at top limit of ring travel.
Engineand PistonApplication Min.PistonDiameter CylinderBarrel
Max.
Clearance
EngineChart Typeof Maximum PistonSkirt
CodeLetter PistonNumber Top Bottom Type of Piston
on Surface Diameter & Cyl.
608 519A 61147,73851 4.3470 4.3555 Cast-Round P 4.3795 .021L
608 522 61333 4.3470 4.3555 Forged-Rour nd P 4.3795 .021L
609 520 LW-11621*,LW-13623* 4.3290 4.3605 Cast-Cam N 4.3805 .018L
610 521 B 69841*,69958,70396 4.8290 4.8620 Cast-Cam P-C 4.8805 .018L
69958 4.8290 4.8620 Cast-Cam P 4.8805 .018L
G,S,T 73196,74059,75413 5.0790 5.1090 Cast-Cam P-C-N 5.1305 .018L
G 69337 5.0790 5.1090 Forged-Cam P-C 5.1305 .018L
J,S,Y,T 71594*,72967*, 74530*,
J,S,Y,T
75089* 5.0790 5.1090 Cast-Cam P-C-N 5.1305 .018L
BD LW-15357* 5.0790 5.1090 Cast-Cam N 5.1305 .018L
S,T,AF 73264*,75617*, 76966,
S,T,AF 78203*, LW-10207*,
LW-13358*,LW-14610*,
LW-11487*,LW-10545 5.0790 5.1090 Forged-Cam N-C 5.1305 .018L
T LW-13396* 5.0790 5.1090 Cast-Cam N 5.1305 .018L
NOTES:
To find the averagediameterof cylinder in anarea4" above Maximumtaper r andout-of-round
permittedfor cylinderin
bottom of barrel: First, measurediameterat right angles serviceis .0045 inch.
from plane in which valvesare located. Second,measure
diameterthrough the planein which valvesarelocated.Add SeeServiceInstruction No. 1243for identification of cast
both diameters;this sum,dividedby 2, represents
the average and forged pistons.The suffix "S" that will be found with
diameterof the cylinder. the part numberer on 76966, 78203, LW-10207,LW-10545,
LW-11487, LVW-13358,LW-14610 pistons indicates the
*=High Compression. piston weightiss within the limits specifiedfor any groupof
pistons and mayay be substitutedfor any like piston on a
CylinderBarrel:P=plainsteel,N=nitridehardened,C=chrome particular engir
ne. Other pistons are manufacturedwithin
plated. weight limits that
that do not require any weight controlled
cement.
pistonfor repla(
To find the averageout-of-round, measurediameter of
cylinder in an area4" abovebottom of barrel: First, measure Pistondiameterat top is measured at top ringland (between
diameter at right anglesfrom plane in which valvesare top and secondcompressionring grooves)at right angleto
located. Second, measurediameter through the plane in piston pin hole;; diameterat bottom of pistonis measured at
which valvesare located.Differencebetweendiametersmust the bottom of the piston skirt at right anglesto the piston
not exceed.0045inch. pin. SeeServiceInstruction No. 1243for illustration.
SSP1776 1-7
Ref. Ref. Chart Nomenclature Dimensions

nsions Clearances
Mfr. Mfr.
& Max. & Max.
Max. Max.
611 523 A Exhaust ValveSeat and Cylinder .0065T

Head .010T (A)
B-D-G-J-S-T-Y-BD-BE Exhaust Valve Seat and Cylinder .0045T

Head .008T (A)
S1-S2-S3-S5-S6-S7- Exhaust Valve Seat and Cylinder .0075T

S9-S10-T2-T3-AF Head .011T (A)
A O.D. Exhaust Seat 2.0025

2.004
B-D-G-J-S-T-Y-BD- O.D. Exhaust Seat 1.7395

BE 1.741
S1-S2-S3-S5-S6-S7- O.D. Exhaust Seat 1.9355
S9-S10-T2-T3-AF 1.937
A I.D. Exhaust Seat Hole in 1.994

Cylinder Head 1.996
B-D-G-J-S-T-Y-BD-BE I.D. Exhaust Seat Hole in 1.733
Cylinder Head 1.735
Exhaust Seat Hole in 1.926
523 S9-S10-T2-T3-AF Cylinder Head 1.928
612 524 A Intake Valve Seat and Cylinder .0070T
Head .0105T (A)
B-D-G-J-S-T-Y-AF-BD Intake Valve Seat and Cylinder .0065T
BE Head .010T (A)
A O.D. Intake Seat 2.0965
2.0975
A1-B-D O.D. Intake Seat 1.9265
1.928
B1-C-J-S-T-Y-BD- O.D. Intake Seat 2.0815

BE 2.083
S1-S2-S3-S5-S6-S7- O.D. Intake Seat 2.2885
S9-S10-T2-T3-AF 2.290
A I.D. Intake Seat Hole in 2.087
Cylinder Head 2.089
Al-B-D I.D. Intake Seat Hole in 1.918
Cylinder Head 1.920
B1-G-J-S-T-Y-BD I.D. Intake Seat Hole in 2.073
BE Cylinder Head 2.075
S1-S2-S3-S5-S6-S7- I.D. Intake Seat Hole in 2.280
S9-S10-T2-T3-AF Cylinder Head 2.282
613 526 ALL Exhaust Valve Guide and .001T

Cylinder Head .0025T (A)
613 527 A-B-D-G-J O.D. Exhaust Valve Guide .5933
SSP1776 .5938
1-8

Mfr. Mfr.
& Max. & Max.
Max. Max.
613 257 Y O.D. Exhaust Valve Guide .6267

.6272
G-J-S-T-AF-BD-BE
T-AF-BD-BE O.D. Exhaust Valve Guide .6633
.6638
S1 O.D. Exhaust ValveGuide .6953
.6958
A-B-D-J I.D. Exhaust Valve Guide .5913
Hole in Cylinder Head .5923
613 527 Y I.D. Exhaust Valve Guide .6247
T-AF-BD
G-J-S-T-AF-BD I.D. Exhaust Valve Guide .6613
S1 I.D. Exhaust Valve Guide .6933
614 527 ALL Intake Valve Guide and .0010T
Cylinder Head .0025T
ALL O.D. Intake Valve Guide .5933
.5938
ALL I.D. Intake Valve Guide .5913
615 528 A-B-D Exhaust ValveStem and Valve .0020L
Guide .0038L (A)
528 J-S-T-BD-BE
A1-G-J-S-T-BD-BE Exhaust ValveStem and Valve .0040L
Guide (Parallel Valve Heads) .0060L (A)
Y Exhaust Valve Stem and Valve .0035L
Guide .0053L (A)
S1-S2- S3-S5-S6-T2- Exhaust Valve Stem and Valve .0037L
T3-AF Guide (Angle Valve Heads) .0050L (A)
S7-S9- S10 Exhaust Valve Stem and Valve
Guide (Angle Valve Heads - .0035L
Helicopter) .0055L (A)
A-B-D O.D. Exhaust Valve Stem .4012
.4020
Al O.D. Exhaust Valve Stem .4320
.4333
G-J-Y O.D. Exhaust Valve Stem .4332
.4340
T-BD-BE
G-J-S-T-BD-BE O.D. Exhaust Valve Stem .4935
(Parallel ValveHeads) .4945 .4915
S1-S2-S3-S5-S6-S7-
S3-S5-S6-S7- O.D. Exhaust Valve Stem .4955
0-T2-T3-AF
S9-S10-T2-T3-AF (AngleValve Heads) .4965 .4937
Serviceallowable limits
of .4937 or .4915 is
applicable only to inconel
or nimonic valves.
SSP1776 1-9

Mfr. Mfr.
& Max. & Max.
Max. Max.
615 527 A-B-D Finished I.D. Exhaust Valve .4040

Guide .4050
Al-G-J Finished I.D. Exhaust Valve .4370
Guide .4380
Finished I.D. Exhaust Valve .4375
Guide .4385
G-J-S-T-BD-BE Finished I.D. Exhaust Valve .4985
Guide (Parallel Valve Heads) .4995
S1-S2-S3-S5-S6- Finished I.D. Exhaust Valve .4995
T2-T3-AF Guide (Angle Valve Heads) .5005
S7-S9-S10 Finished I.D. Exhaust Valve
Guide (Angle Valve Heads - .5000
Helicopter) .5010
1/2 inch diameter exhaust valves may have exhaust valve guides that are .003 in. over the maximum inside
diameter limit, a nytime up to 300 hours of service. After 300 hours of service, inside diameter of exhaust valve
... guide may incre ase .001 in. in. during each 100 hours of operation up to the recommended overhaul time for the
.001
engine, or not too exceed
exeed.015.015inch
inch over the basic I.D. See latest edition of Service Instruction No. 1009 for
recommended overhaul time.
verhaul time.
616 529 ALL Intake Valve Stem and Valve .0010L

Guide .0028L .006L
ALL O.D. Intake Valve Stem .4022
.4030 .4010
616 527 ALL Finished I.D. Intake Valve .4040
Guide .4050
617 951 ALL Intake and Exhaust Valve and
Valve Cap Clearance (Rotator .000
Type Small Dia. Head) .004L .005L
618 952 A-B Solid Tappet Clearance .006
(After Engine in Run) .012
G-D-J-S-T-Y-AF- Dry Tappet Clearance .028
BD-BE .080
619 530 A Valve Rocker Shaft and .0001L
Cylinder Head (No Bushing) .0013L .0025L
619 611 B-D-J-S-T-Y Valve Rocker Shaft and Valve
Rocker Bushing (Parallel .0001L
ValveHeads) .0013L .0025L
S1-S2-S3-S5-S6- ValveRocker Shaft and Valve
S7-S9-S10-T2-T3 3- Rocker Bushing (Angle Valve .0001L
AF Heads) .0013L .0025L
619 530 A Finished I.D. of ValveRocker
Shaft Bores in Cylinder Head .6246
619 611 B-D-G-J-S-T-Y (No Bushings) .6261 .6270
Finished I.D. of Valve Rocker
Shaft (Bushing)in Cylinder
Head (ParallelValve Heads) .6270
SSP1776 1-10

Mfr. Mfr.
& Max. & Max.
Max. Max.
619 611 S1-S2-S3-S5-S6- Finished I.D. of Valve Rocker

S7-S9-S10-T2- Shaft (Bushing) in Cylinder .6246
T3-AF Head (Angle Valve Heads) .6261 .6270
620 531 ALL Valve Rocker Shaft and Valve .0007L
Rocker Bushing .0017L .004L
ALL Finished I.D. of Rocker Arm .6252
Bushing .6263 .6270
ALL O.D. Valve Rocker Shaft .6241
.6245 .6231
621 532 ALL Valve Rocker Bushing and Bushing Must Be
Valve Rocker Burnished In Place
622 612 ALL Valve Rocker Shaft Bushing .0022T
and Cylinder Head .0038T (A)
612 ALL Valve Rocker Shaft Bushing .7380
623 533 A-B-D-G-J-Y-S-T Valve Rocker and Cylinder
Head - Side Clearance .005L
(Parallel Valve Heads) .013L .016L
S1-S2-S3-S5-S6- Valve Rocker and Cylinder
S7-S9-S10-T2- Head - Side Clearance .002L
T3-AF (Angle ValveHeads) .020L .024L
624 535 A-B-J Push Rod and Ball End .0005T
.0025T (A)
625 971 A Intake and Exhaust Valve .705
Guide Height .725
ALL Intake Valve Guide Height .705
(Parallel Valve Heads) .725
ALL EXCEPT Exhaust Valve Guide Height .765
0-235 (Parallel ValveHeads) .785
ALL Intake and Exhaust Valve
Guide Height (Angle Valve .914
Heads) .954
MEASUREVALVE GUIDE HEIGHT
FROM THE VALVE SPRING SEAT
COUNTERBOREIN THE CYLINDER
HEAD TO THE TOP OF VALVE
GUIDE.
SSP1776 1-11
601
Cylinder, Piston and Valve Components
SSP1776 1-12
0-235 TYPE
PARALLELVALVE HEAD
619-
ANGLE VALVE HEAD
Cylinder, Piston and Valve Components
SSP1776 1-13
SECTION III GEAR TRAIN SECTION - OIL PUMP

Mfr. Mfr.
& Max. & Max.
Max. Max.
700 545 ALL Oil Pump Drive Shaft and Oil .0010L
Pump Body or Cover .0025L .004L
701 601 A-B-D-G-J-S-T-AF Oil Pump Drive Shaft and .0015L
and Accessory Housing .0030L .006L
Y Oil Pump Drive Shaft and .0015L
Accessory Case .0030L .006L
BD-BE Oil Pump Drive Shaft and .0010L
Crankcase .0025L .004L
702 980 S-T-AF Oil Pump Drive Shaft -End .015L
(DUAL MAGNETO) Clearance .050L .065L
BD-BE Oil Pump Drive Shaft - End .017L
Clearance .037L .047L
703 542 A-B-D-G-J-S-T-Y- Oil Pump Impellers - Diameter .002L
AF Clearance .006L .008L
BD-BE Oil Pump Impellers - Diameter .0035L
704 543 ALL (Except BD-BE) Oil Pump Impeller - Side .002L
BD-BE Oil Pump Impeller - Side .003L
APPLICABLE Width of Oil Pump Impellers .622
.624 .621
AS APPLICABLE Width of Oil Pump Impellers .747
.749 .746
AS APPLICABLE Width of Oil Pump Impellers .995
.997 .994
BD-BE Width of Oil Pump Impellers .622
.623 .620
705 544 S-T-AF Oil Pump Impeller and Idler .0010L
(DUAL MAGNETO) Shaft .0025L .004L
A-B-D-G-J-S-T-Y- Oil Pump Impeller and Idler .001T
AF Shaft .003T (A)
BD-BE Oil Pump Impeller and Idler .002T
Shaft .004T (A)
706 558 A-B-D-G-J-S-T-Y- Oil Pump Idler Shaft and Oil .0005L
558BD-BE
AF Pump Body .0020L .003L
Oil Pump Idler Shaft and Oil .0010L
Pump Body .0025L .003L
S-T-AF Oil Pump Idler Shaft and Oil .0000
(DUAL MAGNETO) Pump Body .0015T (A)
707 602 A-B-D-G-J-S-T-Y- Oil Pump Idler Shaft and .0010L
AF Accessory Housing .0025L .0035L
BD-BE Oil Pump Idler Shaft and
P1776 1-14
SECTION III GEAR TRAIN SECTION- SCAVENGE PUMP

Mfr. Mfr.
& Max. & Max.
Max. Max.
708 545 G2-S2 ScavengePump Drive Shaft and .0010L

Adapter .0025L .0041L
709 546 G2-S2 ScavengePump - End Clearance .000
.045L .060]L
710 542 G2-S2 ScavengePump Impellers - .007L
Diameter Clearance .011L .014]L
711 543 G2-S2 ScavengePump Impellers - .003L
Side Clearance .005L .006]L
543
G2-S2 Width of Impellers 1.496
1.498 1.495
712 544 G2-S2 ScavengePump Impellers and .0010L
Idler Shaft .0025L .004L
713 544 G2-S2 ScavengePump Body and Idler .0000
Shaft .0015T (A)
714 772 S3-T4-AF Turbocharger Scavenge Pump .0010L
772 (WIDEDECK) Driveand Adapter .0025L .004L
715 986 S3-T4-AF Turbocharger Scavenge Pump .0010L
986 (WIDE DECK) Shaft and Adapter .0020L .0035L
716 949 S3-T4-AF Gerotor Pump - Rotor - Side .0015L
(WIDEDECK) Clearance .003L .004L
717 950 S3-T4-AF Gerotor Pump Housing and .0005L
950 (WIDE DECK) Adapter .0020L (A)
718 985 S3-T4-AF Turbocharger ScavengePump - .0055L
985
(WIDE DECK) End Clearance .0365L .0415L
T4 (DUAL MAGNETO) Turbocharger ScavengePump - .0105L
SECTIONIII GEAR TRAIN SECTION - FUEL PUMP
719 629 A-B-D-G-J-S-T AC Fuel Pump Plunger and .0015L
Accessory Housing .003L .005L
720 619 J-S-T-AF Crankshaft Idler Gear and .001L
Crankshaft Idler Gear Shaft .003L .005L
721 983 S-T-AF Crankshaft Idler Gear Shaft .0020L
983 (DUAL MAGNETO) and Accessory Housing .0035L .0065L
983 S-T-AF Crankshaft Idler Gear Shaft .0020L
983 (DUAL MAGNETO) and Crankcase .0035L .0065L
722 767 S-T-AF AN Fuel Pump Idler Gear and .OOIL
Shaft .003L .005L
723 984 S-T-AF AN Fuel Pump Idler Gear Shaft
984 (DUAL MAGNETO) and Accessory Housing and .0020L
S-T-AF AN Fuel Pump Idler Shaft and .0020L
(DUAL MAGNETO) Crankcase .0035L .0065L
SSP1776 1-15
SECTION III GEAR TRAIN SECTION- FUEL PUMP (CONT.)

Mfr. Mfr.
& Max. & Max.
Max. Max.
724 620 A-B Crankshaft Idler Gear - End .003L

620 A-B Clearance .043L .058L
620 G-J-S-Y Crankshaft Idler Gear - End .005L
T-AF Crankshaft Idler Gear - End .007L
T-AF Clearance .037L .052L
S Crankshaft Idler Gear - End .020L
T Crankshaft Idler Gear - End .015L
725 768 S AN Fuel Pump Idler Gear - End .010L
768 Clearance .045L .055L
T-AF AN Fuel Pump Idler Gear - End .002L
S-T-AF AN Fuel Pump Idler Gear - End .015L
726 769 S-T-AF-Y AN Fuel Pump Drive Shaft Gear .0010L
769 and Adapter .0025L .004L
727 S AN Fuel Pump Drive Shaft Gear - .035L
T-AF AN Fuel Pump Drive Shaft Gear - .044L
T-AF AN Fuel Pump Drive Shaft Gear - .035L
(DUAL MAGNETO) End Clearance .073L .083L
Y AN Fuel Pump Drive Shaft Gear - .000L
SECTION III GEAR TRAIN SECTION - GOVERNOR & HYDRAULICPUMP
728 668 T-AF Front Governor Drive Idler Shaft .0010L
668 (NARROWDECK) (Both Ends) and Crankcase .0025L .004L
729 668 G1-G2-S2-S4-S6- Front Governor Idler Gear and .0010L
T-AF (WIDE DECK) Shaft .0025L .004L
730 668 BD-BE Front Governor Drive Gear .0010L
and Crankcase .0025L .004L
BD-BE Front Governor Drive Gear and .0005L
and Camshaft .0025L .004L
731 670 G1-G2-S-T-AF Front Governor Gear and .000L
.0025L .004L
B Front Governor Gear and .0010L
732 674 G1-G2-S-T-AF Front Governor Gear -End .008L
BD-BE Front Governor Gear - End .0045L
SSP1776 1-16
SECTION III GEAR TRAIN SECTION- GOVERNOR & HYDRAULICPUMP (CONT.)

Mfr. Mfr.
& Max. & Max.
Max. Ma:
733 675 G-J-SG-J-S Rear Governor Gear and .0010L

Adapter .005L
G-S Rear Governor Gear and Accessory .0010L
(DUAL MAGNETO) Housing .0025L .005L
734 674 G-J-S Rear Governor Gear - End .002L
G-S Rear Governor Gear - End .002L
735 772 T-AF Hydraulic Pump Gear and .0010L
Adapter .004L
T-AF Hydraulic Pump Gear and .0010L
(DUAL MAGNETO) Accessory Housing .004L
736737T-AF
773 T-AF Hydraulic Pump Gear - End .010L
T-AF Hydraulic Pump Gear -End .007L
SECTION III GEAR TRAIN SECTION- VACUUM& TACHOMETER
A-B-G-J-S-T-Y- Vacuum Pump Gear and .0010L
AF Adapter .0030L .0045L
737
737 989
989 S-T-AF Vacuum Pump Gear and .0010l
(DUAL MAGNETO) Accessory Housing .0025L .004L
D Vacuum Pump Gear and .0010L
738 590 A-B-G-J-S-T-AF Vacuum Pump Gear - End .010L
D Vacuum Pump Gear - End .003L
Y Vacuum Pump Gear - End .000
S Vacuum Pump Gear - End .012L
T-AF Vacuum Pump Gear - End .017L
739 625 A-B-Y
A-B-Y Tachometer Drive Shaft and .0015L
BD-BE Tachometer DriveShaft and .0010L
739 540 D-G-J-S-T-AF Tachometer Drive Shaft and .0015L
G-J-S Vacuum Pump Gear and .0010L
(DUAL DRIVE) Adapter .0025L .004L
741
SSP1776. G-J-S Vacuum Pump Gear - End .000
(DUAL DRIVE) Clearance .017L .027L
SSP1776 1-17
SECTION III GEAR TRAIN SECTION - VACUUM& TACHOMETER (CONT.)

Mfr. Mfr.
& Max. & Max.
Max. Max.
742 791 G-J-S

G-J-s Idler Gear and Shaft .0010L
(DUAL DRIVE) .0030L .005L
743 G-J-S
G-J-s Idler Gear - End Clearance .021L
743 (DUAL
G-J-S DRIVE) .041L .060L
G-J-S Propeller Governor Gear and .0013L
G-J-S Hydraulic Pump Gear and .0013L
G-J-S Propeller Governor or Hydraulic .000
(DUAL DRIVE) Pump - End Clearance .054L .074L
745 794G-J-S
SECTION III GEAR TRAIN SECTION- MAGNETO,GENERATOR, STARTER
745 794
T Magneto Bearing and Gear .0005T
.0001L .0005L
751
758 S-T-AF
746 549 DD Magneto Bearing and Gear .0008T
.0005L
748
747677677 TT Magneto Bearing and Crankcase .0002T
(A)
D Magneto Drive Bearing and .0006T
Adapter .0008T (A)
748
748 S7 S7
S7 Magneto Bearing and Gear .0001T
.0010T (A)
S7 Magneto Bearing and Adapter .000
.0012L .0015L
S-T-AF Magneto Drive Gear and .0010L
(DUAL MAGNETO) Crankcase .0025L .003L
S-T-AF Magneto Drive Gear - End .005L
751
AF Magneto Drive Gear and .001L
Shaft .003L .005L
BD-BE Magneto Drive Gear and .001L
Y Magneto Shaft Gear and .001L
Magneto Case .003L .005L
Y Magneto Shaft Gear and .001L
Support Assembly .003L .005L
Y Magneto Shaft Gear and
Accessory Drive Shaft Gear - .0075
End Play .015
Y Accessory Drive Shaft Gear .001L
and Support Assembly .003L .005L
S Magneto Gear and Bushing .0005L
(S4LN-21 and S4LN-1227) .0020L .0035L
T Magneto Gear and Bushing .0015L
(S6LN-21 and S6LN-1227) .0035L .0055L
1-18
PART I DIRECT DRIVE ENGINES
SECTION III GEAR TRAIN SECTION - MAGNETO,GENERATOR, STARTER (CONT.)

Mfr. Mfr.
& Max. & Max.
Max. Max.
758 T-AF Magneto Gear and Bushing .0015L

ALMAGNETO)
(DUAL MAGNETO) .0035L .0055L
7095 BE
BD, BE Bushing - Magneto Drive .0025T
and Crankcase .0045T (A)
759 627 D Generator Gear Bushing and .0020T
Generator Gear .0035T (A)
760 628 D Generator Gear Bushing and .001L
Generator DriveCoupling Adapter .0028L .005L
761 632 D Bendix Drive Gear Bushing and .0005T
Crankcase .0025T (A)
762 633 D Bendix Drive Gear and Bendix .0010L
Drive Gear Bushing .0025L .005L
763 634 D Bendix DriveShaft and Bendix .003L
Drive Housing .005L .010L
764 637 D Bendix DriveShaft - End .000
6 CYL-DUAL MAG 4 CYL-DUAL MAG
0-320-H,0,LO-360-E
STANDARDTYPE
Oil Pumps
SSP1776 1-19
SECTIONIII GEAR TRAIN
-716
TURBOSCAVENGEPUMP& HYD PUMP(TIO-540-C)
TURBO SCAVENGE
PUMP& GOV (TIO-360)
DUAL MAG:TURBOSCAVENGE
PUMP & HYD.PUMP
711
SCAVENGE
PUMPAIO 320 & AIO-360
Scavenge Pumps
SSP1776 1-20
SECTION III GEAR TRAIN
AC FUELPUMP
(4 CYL)
AN FUELPUMP(DUALMAG)
FUELPUMP(6CYL)
AN FUELPUMP(6 8 CYL) AN FUEL PUMP(4CYL)
Fuel Pumps
SSP1776 1-21
4 & 8 (WIDEDECK)
0-320-H 0,LO-360-E
6 CYL.(WIDEDECK)(2200 LB.) NARROWDECK(6 & 8 CYL.
Front Governor
SSP1776 1-22
723
HYDRAULICPUMP-DUALMAG
-734 732
REAR PROP GOV (4 CYL.) REAR PROP GOV (4 CYL.)

(DUAL MAG.) (STANDARD)
RearGovernorand Hydraulic Pumps

SSP1776 1-23
TACHOMETERDRIVE
VACUUMPUMP & TACHOMETER -740
VACUUMPUMP DUAL DRIVE(VACUUMPUMP & PROPGOV)

OR (VACUUMPUMP& HYD. PUMP)
Tachometer Drives, Vacuum and Hydraulic Pumps

SSP1776 1-24
0-435-A
MAGNETO
HIO-360-D TYPE
8 CYLINDER
0-320-H,O.LO-360-E
4 CYL.(S4LN-21 &S4LN-1227)
DUAL MAG.(6 & 8 CYL.)
AccessoryDrives: Magnetos,Generatorsand Starters

SSP1776 1-25
VO, IVO-360
Accessory Drives: Magnetos

SSP1776 1-26
700
759
GENERATOR DRIVE
0-435-A
Generator and Bendix Drive
SSP1776 1-27
SECTION IV BACKLASH

Mfr. Mfr.
& Max. & Max.
Max. Max.
800 623 A-B-G-J-S-T-Y-AF Camshaft and Vacuum Pump - .004

Backlash .015 .020
801 1002 BD-BE Camshaft and Vacuum and Oil .006
Pump Drive - Backlash .014 .020
802 623 Y Camshaft and Fuel Pump - .004
Backlash .015 .020
803 616 A-B-G-J-S-T-Y-AF Camshaft and Crankshaft Idler - .004
Backlash .015 .020
804 617 A-B-G-J-S-T-Y-AF Crankshaft and Crankshaft .004
Idler - Backlash .015 .020
805 618 A-B-G-J-S-T-AF Magneto Drive and Crankshaft .004
806 1004 BD-BE Magneto Drive and Crankshaft .006
Gear - Backlash .014 .020
807 1003 BD-BE Crankshaft Gear and Vacuum .006
and Oil Pump Drive - Backlash .014 .020
808 553 A-B-D-G-J-S-T- Oil Pump Impellers - .008
Y-AF Backlash .015 .020
BD-BE Oil Pump Impellers - .008
Backlash .012 .020
809 976 S-T-AF Oil Pump Drive and Crank- .004
(DUAL MAGNETO) shaft Idler - Backlash .015 .020
810
810 783
783 YY Magneto and Magneto Shaft .004
811 785 Y Accessory Drive Shaft Gear .003
and Magneto Driven Shaft .005 .012
Gear - Backlash
812 788 Y Crankshaft Gear and Accessory
Drive Shaft Gear - Spline .002
Backlash .005 .015
813 G-J-S Camshaft and Propeller Governor .004
(DUAL DRIVE) or Hydraulic Pump - Backlash .015 .020
814 G-J-S Governor or Hydraulic Pump
(DUAL DRIVE) Drive and DriveGear - Spline .0013
Backlash .0073 .010
815 792 G-J-S Governor or Hydraulic Pump .004
792
(DUAL DRIVE) and Idler - Backlash .015 .020
816 790 G-J-S Vacuum Pump and Idler - .004
790 (DUAL DRIVE) Backlash .015 .020
817 765S-T-AF AN Fuel Pump Idler and .004
Crankshaft Idler - Backlash .015 .020
818 766 S-T-AF AN Fuel Pump Idler and Fuel .004
Pump Drive - Backlash .015 .020
SSP1776 1-28
SECTIONIV BACKLASH

Mfr. Mfr.
& Max. & Max.
Max. Max.
819 973 S-T-AF Crankshaft Gear and AN Fuel .004

973 (DUAL MAGNETO) Pump Idler - Backlash .015 .020
820 974 T-AF Hydraulic Pump and Crankshaft .004
821 676 G-J-S Propeller Governor Drive and
Crankshaft Idler - Backlash .004
(Rear Governor) .020
822 -G2- S2-S4-S6- Propeller Governor Idler and
T-AF Camshaft - Backlash (Front .004
Governor) .015 .020
823 669 G1-G2-S2-S4-S6-
S2-S4-S6- Propeller Governor Drive and
T-AF Idler - Backlash (Bevel .004
Gears) (Front Governor) 005 .015
824 669 BD-BE Propeller Governor Driveand
Camshaft - Backlash (Bevel .003
Gears) (Front Governor) .011 .015
825 550 D Crankshaft Timing Gear and .004
Camshaft Gear - Backlash .015 .020
826 551 D Camshaft Gear and Generator .004
827 552 D Crankshaft Gear and Generator .004
828 562 D Magneto Coupling Spline - .001
Backlash .005 .0075
829 621::: D Vacuum Pump Gear and Vacuum .004
Pump Drive Gear - Backlash .020
830 635 D Starter Drive and Bendix Drive .004
831 636 D Bendix Drive Shaft Spline and
Bendix DriveGear Spline - .001
Backlash .006 .015
832 766 S Injector Pump Idler Gear and
Injector Pump Drive Shaft .004
832 766 Gear - Backlash .015 .020
1-29
SECTION IV BACKLASH
GOVERNOR
-TACHOMETERMAGNETO
VACUUM AC FUEL PUMP-
CAMSHAFTAT 0-360 DUAL MAG.

FRONT GOVERNOR
CRANKSHAFTIDLER
817 CRANKSHAFT
FUEL PUMP IDLER

FUEL PUMP DRIVE
AN FUEL PUMP OPTION

DUAL DRIVE OPTION
0-235, 0-320, 0-340 & 0-360

ALL VIEWS SHOWNFROM REAR OF ENGINE
Backlash (Accessory Drives)

SSP1776 1-30
SERVICE TABLE LIMITS
SECTION IV BACKLASH
CAMSHAFT
VACUUM PUMP
802
800
CRANKSHAFT IDLER 812
804 ACCESSORYDRIVESHAFT
GEAR
OIL PUMPIMPELLERS
811
MAGNETO DRIVEN
VO, IVO-360
CAMSHAFT GEAR-
AT FRONT
CAMSHAFT PROP GOVERNOR
CAMSHAFT -
VACUUM & OIL PUMP
808
OIL PUMP IMPELLERS
0-320-H, 0, LO-360-E
ALL VIEWS SHOWNFROM REAR OF ENGINE
Backlash(AccessoryDrives)
SSP1776 1-31
SECTION IV BACKLASH
PROP GOVERNOR
KSHAFT IDLER
HYDRAULICPUMP
0-540 & 10-720 DUAL MAG.
CRANKSHAFTIDLER-
ECCENTRIC
MAGNETO
805-
CRANKSHAFT IDLER
AN FUEL PUMP IDLER-
AC FUEL PUMP
AN FUEL PUMP DRIVE

OIL PUMP IMPELLERS
0-540 & 10-720
ALL VIEWS FROM REAR OF ENGINE
Backlash(AccessoryDrives)
SSP1776 1-32
SECTION IV BACKLASH
STARTER DRIVE
0-435-A
ACCESSORYHOUSING
0-435-A
SECTION THRU REAR

OF ENGINE
Backlash (Accessory Drives)

SSP1776 1-33
SECTION V SPECIAL TORQUE REQUIREMENTS
Ref. Ref.
Thread
Chart Size Nomenclature Torque Limits
New Old
900 829 A-B-D-G-Y-S-T-BD-BE 3/8-24 Connecting Rod Nuts 480 in. lbs.
3/8-24 Connecting Rod Nuts 360 in. lbs.
S1-S3-S5-S6-S7-S9- 3/8-24 Connecting Rod Bolts -
T3-AF Tighten to Length 2.255 - 2.256
901 878 BD-BE 9/16-18 Oil Pump Shaft Nut 660 in. lbs.
902 877 BD-BE 5/16-24 Rocker Stud Nut 150 in. lbs.
903 840 ALL (AS APPLICABLE) 3/8-24 Magneto Nut (To attach drive
840(EXCEPT S7) member to magneto) - Bendix -
Sintered Bushing - Gray 120 - 150 in. lbs.
Magneto Nut (To attach drive
member to magneto) -Bendix -
Steel Bushing 170 - 300 in. lbs.
Magneto Nut (To attach drive
member to magneto) -Slick 120 - 300 in. lbs.
S7 1/2-20 Magneto Nut (To attach drive
member to magneto) 170 - 300 in. lbs.
904 839 ALL 10-32 Magneto Plate Screws (To
attach ignition cable outlet
plate to magneto) 15 in. lbs.
905 853 ALL 1/4-20 Rocker Box Screws 50 in. lbs.
906 862 ALL 5/16-18 Exhaust Port Studs 40 in. lbs. min.
907 830 ALL 18MM Spark Plugs 420 in. lbs.
908 860 ALL 1/8-27 NPT Fuel Pump Vent Fitting (Approx-
imately two turns beyond finger
tight) 96 in. lbs.
909 862 ALL 5/8-32 Alternator Pulley Nut 450 in. lbs.
910 864 ALL 1/4-28 Alternator Output Terminal Nut 85 in. lbs.
911 865 ALL 10-32 Alternator Auxiliary Terminal Nut 30 in. lbs.
912 ALL 5/16-24 Starter Terminal Nut 24 in. lbs.
913 857 ALL (AS APPLICABLE) 1/16-27 NPT Piston Cooling Nozzle in Crankcase
100 in. lbs.
914 854 Y-S-T-AF 1/8-27 NPT Injector Nozzle in Cylinder
Head 60 in. lbs.
915 869 ALL (AS APPLICABLE) 3/4-16 Oil Filter Bolt (AC Can and
Element Type) 300 in. lbs.
ALL (AS APPLICABLE) 13/16-16 Oil Filter (Throw Away Type) 240 in. lbs.
874 ALL (AS APPLICABLE) 3/4-16 Converter Stud 720 in. lbs.
916 ALLAPPLICABLE)
(AS 3/4-18 NPT Carburetor Drain Plug 144 in. lbs.
917 ALL (AS APPLICABLE) 1.00-14 Oil Cooler Bypass Valve 300 in. lbs.
918 ALL (AS APPLICABLE) 1 1/4-12 Oil Pressure Relief Valve 300 in. lbs.
SSP1776 1-34
SECTION V SPECIAL TORQUE REQUIREMENTS(CONT.)
Ref. Ref.
Thread
New Old Chart Size Nomenclature Torque Limits
919 871 ALL 1/4 Hex Head Hose Clamps (Worm Type)
and Below 20 in. lbs.
5/16 Hex Head Hose Clamps (Worm Type)
and Above 45 in. lbs.
920 875ALL Cylinder Head Drain Back
Hose Clamps 10 in. lbs.
921 S-T Exhaust V-Band Coupling Torque Data
T-Bolt Split 1/4 In. Drilled Hex Nut
Coupling Size Avco Lycoming Vendor Type Locknut With Safety Wire
Tube OD Part No. Part No. Torque IIn. Lbs. Torque In. Lbs.
1.75 in. LW-12093-4 MVT69183-175 65 75
2.00 in. LW-12093-5 MVT69183-200 85 75
2.25 in. LW-12093-6 MVT69183-225 85 75
2.25 in. LW-12125-3 MVT69197-225 85
3.69 in. LW-13464 U4204-55-369M 70
3.69 in. LW-14985 ANH1000902-10 70
922 ALL Turbocharger V-Band Torque Data

Turbocharger Model No. V-Clamp Part No. V-ClampDiameter Torque In. Lbs.
: TO-473* 400500-600 6.(00 in. 40-80
TEO659* 400500-685 6.85
85 in.
in. 40-50
THO8A60* 400500-775 75 in.
7.75 in. 40-60
TH08A69* 400500-775 7.75
75 in.
in. 40-60
301E10-2** TC-6-15 6.50
50 in.
in. 15-20
* - AiResearch turbocharger.
** - Rajay turbocharger.
See latest edition of Service Instruction No. 1238 for assembly procedure.
Thread
Chart Size Nomenclature Torque Limits
927 863 ALL DUAL MAGNETO 1/2-20 Crankshaft Gear Bolt

MODELS 660 in. lbs.
BD 1/4 Crankshaft Gear Bolts 96 - 120 in. lbs.
928 ALL 3/8-16 Cylinder Hold Down Studs
(Crankcase Driving Torque 100 in. lbs.
7/16-14 Cylinder Hold Down Studs
(Crankcase Driving Torque 200 in. lbs.
1/2-13 Cylinder Hold Down Studs
(CrankcaseDriving Torque 250 in. lbs.
929 858 A-B-D-BD-BE-J-G-Y- 3/8 Cylinder Hold Down Nuts
858 S-T-AF 300 in. lbs.
Al 7/16 Cylinder Hold Down Nuts 420 in. lbs.
B-D-BD-BE-J-G-Y- 1/2 Cylinder Hold Down Nuts
S-T-AF 600 in. lbs.
Cylinder Hold Down and Crankcase Parting Flange Nuts' Tightening Procedures - See latest edition of Service
Instruction No. 1029.
SSP1776 1-35
SECTION V SPECIAL TORQUE REQUIREMENTS (CONT.)
Ref. Ref.
Thread
New Old Chart Size Nomenclature Torque Limits
930 849 ALL 3/8 Allen Head Screw (Diaphragm

Fuel Pump) 225 - 250 in. lbs.
931 A 9/16 Locking Nut (Valve Adjusting

Screw) 450 in. lbs.
5/16-18 Exhaust Transitions - Studs

(Driving Torque) 100 in. lbs.
3/8-16 Exhaust Transitions - Studs

(Driving Torque) 200 in. lbs.
SECTION V SPRINGS
Length COMP. LOAD

Avco L yc. Wire At Comp. Mfr. Mfr. Serv.
Chart Nomenclature Part Nc . Dia. Length Min. Max. Max.
950 800 A-B-D-G-J-S-T-Y- Outer Valve Springs 76994

BD-BE (Parallel) LW-11800
10 .177 1.30 in. 112 lb. 122 lb. 109 lb. min.
A-B-D-G-J-S-T-Y- Outer Valve Springs
BD-BE (Parallel) 65427 .162 1.30 in. 82 lb. 89 lb. 79 lb. min.
S1-S2-S3-S5-S6- Outer Valve Springs
S7-S9-S1O-T2-T3 (Angle) 68326 .177 1.46 in. 103 lb. 111 lb. 100 lb. min.
S1 -S2-S3-S5-S6- Outer Valve Springs
S7-S9-S10-T2-T3 (Angle) LW-117996 .182 1.43 in. 116 lb. 124 lb. 113 lb. min.
951 801 A-B-D-G-J-S-T-Y- Auxilliary Valve 65567

BD-BE Spring (Parallel) LW-117895 .135 1.17 in. 61 lb. 67 lb. 58 lb. min.
S1-S2-S3-S5-S6-S7- Auxilliary Valve 68328
S9-S10-T2-T3-AF Spring (Angle) LW-117997 .142 1.33 in. 75 lb. 83 lb. 72 lb. min.
952 802 ALL Oil Pressure Relief
803 (AS APPLICABLE) Valve Spring
Avco Lycoming Identification
PartNumbers Dye Free Length
61084 None 2.18 .054 1.30 in. 8.5 lb. 9.5 lb. 8.3 lb. min.
65703 None 2.16 .063 1.47 in. 17.8 lb. 19.4 lb. 18.0 lb. min
68668 Purple 2.04 .054 1.30 in. 7.1 lb. 7.8 lb. 6.9 lb. min.
77467 Yellow 1.90 .054 1.30 in. 6.4 lb. 7.1 lb. 6.2 lb. min.
LW-11713 White 2.12 .059 1.44 in. 10.79 lb. 11.92 lb. 10.5 lb. min.
953 811 A-B-G-J-S-T-Y-AF Oil Cooler Bypass
Spring .0465 1.94 in. 6.50 lb. 7.25 lb. 6.41 lb. min.
954 bD-BE Oil Filter Bypass
Spring .047 1.00 in. 3.05 lb. 3.55 lb. 3.0 lb. min.
955 806 D Magneto Coupling
Spring .091 .603 in. 20 lb. 22 lb. 19 lb. min.
SSP1776 1-36
STANDARD TORQUE
UNLESS OTHERWISE LISTED
Torque limits for propeller attaching bolts to be supplied by propeller or airframe manufacturer.
TABLE I TABLE II
BOLTS, SCREWS AND NUTS PIPE PLUGS
Torque Torque Torque

Thread In. Lb. Ft. Lb. Thread In. Lb. Ft. Lb. Thread In. Lbs.
10 49 1/2 900 75 1/16-27 NPT 40

1/4 96 9/16 1320 110 1/8-27 NPT 40
5/16 204 17 5/8 1800 150 1/4-18 NPT 85
3/8 360 30 3/4 3240 270 3/8-18 NPT 110
7/16 600 50 1/2-14 NPT 160
3/4-14 NPT 230
THIN NUTS (1/2 DIA OF BOLT) - 1/2 LISTED TORQUE 1-11 1/2 NPT 315
TABLE IV
TABLE III
FLEXIBLE HOSE
CRUSH TYPE ASBESTOS GASKETS OR TUBE FITTINGS
Thd. Pitch On Part ANGLE OF TURN Torque

To Be Tightened Aluminum Copper Tube Size Thread In. Lbs.
Threads Per Inch Asbestos Asbestos
(-3) 3/16 3/8-24 30
8 135 67 (-4) 1/4 7/16-20 30
10 135 670 (-5) 5/16 1/2-20 35
12 180 90 (-6) 3/8 9/16-18 35
14 180 90 (-8) 1/2 3/4-16 60
16 270 135
18 270 (-10) 5/8 7/8-14 70
135
20 270 135
24 360 180
28 360 180
NOTE TABLE V
Install all crush type gaskets except the self centering STUDS
type, with the unbroken surface against the flange of MIN. DRIVING TORQUE
the plug or part being tightened against the seal. Turn Torque
the part until the sealing surfaces are in contact and Threads In. Lb s.
then tighten to the angle of turn listed for the
appropriate thread size. 1/4-20 15
5/16-18 25
NOTE: Lubricate Threads UnlessOtherwise Specified. 3/8-16 50
SSP1776 1-37
931
ADJUSTABLE OIL RELIEF VALVE
Engine Accessories and Hardware
SSP1776 1-38
SECTIONV SPECIAL TORQUE REQUIREMENTS
921-
920
Engine Accessories and Hardware
SSP1776 1-39
915
915
EngineAccessoriesand Hardware
SSP1776 140
SECTIONV SPECIAL TORQUE REQUIREMENTS
955
EngineSpringsand Hardware
SSP1776 1-41
Lycoming
652 Oliver Street
17701 USA
Williamsport, PA 17701
U.S.A.
717/323-6181 TECHNICAL
TECHNICAL
PUBLICATIONREVISION
REVISION NO. PUBLICATION PUBLICATION NO. PUBLICATION DATE
60294-9-2 76 Series Engine Over- 60294-9 August 1980

haul Manual
The page(s) furnished herewith are intended to replace the corresponding page(s) of the publication indi-
cated above.
Previous revisions to this publication This revision consists of:
February, 1992 i June 1996 i

Overhaul Manual
TEXTRON Lycoming
76 Series Engines
Approved by F.A.A.
3rd Printing Part No. 60294-g
August 1996
652 Oliver Street
Williamsport, PA 17701 U.S.A.
717/323-6181
OVERHAUL MANUAL LYCOMING 76 SERIES AIRCRAFT ENGINES
TO THE OWNER OF THIS MANUAL

THIS MANUAL HAS BEEN DESIGNED TO PERMIT ADDITION OF NEW AND REVISED PAGES,
AS REQUIRED FOR COVERAGE OF NEW ENGINE MODELS, NEW SHOP PROCEDURES, AND
PROCESSES. NEW AND REVISED PAGES WILL BE FURNISHED TO OWNERS OF THIS MANUAL
WHO FILL OUT THE REGISTRATION CARD AND RETURN IT TO LYCOMING. THE PRICE
OF THE MANUAL INCLUDES THE COST OF MAILING ALL REVISED AND NEW PAGES FOR
THIS MANUAL TO THE ADDRESS SHOWN ON THE CARD FOR A PERIOD OF THREE (3)YEARS.
REGISTERED OWNERS OF THE MANUAL WILL BE NOTIFIED OF ANY CHANGE IN REVISION
POLICY OR COST OF REVISIONS.
SERVICE BULLETINS, LETTERS AND INSTRUCTIONS
Although the information contained in this manual is up-to-date at time of publication, users are urged to
keep abreast of later information through Lycoming Service Bulletins, Instructions and Service Letters
which are available from all Lycoming distributors or from the factory by subscription. Consult the
latest edition of Service Letter No. L114 for subscription information.
SPECIAL NOTE
The illustrations, pictures and drawings shown in this publication are typical of the subject matter they por-
tray; in no instance are they to be interpreted as examples of any specific engine, equipment or part thereof.
i
TABLE OF CONTENTS
SECTION PAGE SECTION PAGE
1. INTRODUCTION 1-1 5. CYLINDERS, PISTONS AND VALVE TRAIN

(CONT).
2. GENERAL DESCRIPTION
Disassembly 5-1
Cylinders 2-1 Cleaning 5-3
Valve Operating Mechanism 2-1 Inspection
Crankcase 2-1 Cylinder 5-4
Crankshaft Counterweight 2-2 Pistons 5-5
Connecting Rods 2-2 Valve Rockers 5-5
Pistons 2-2 Push Rods 5-5
Lurication System 2-2 Valves 5-5
Cooling System 2-2 Hydraulic Lifter 5-6
Induction System 2-2 Valve Springs 5-7
Ignition System 2-2 Repair and Replacement
Spark Plug Inserts 5-7
3. GENERAL OVERHAUL PROCEDURES Valve Seat 5-8
Valve Refacing 5-9
General 3-1 Valve Guide 5-9
Cleaning Nitrided Cylinder Barrels 5-10
Degreasing 3-1 Chrome Plated Cylinder Barrels 5-10
Removal of Hard Carbon 3-1 Valve Repairs 5-10
Inspection Warped Exhaust Flanges 5-10
General 3-2 Reassembly
Bearing Surface 3-2 Assembly of Pistons 5-10
Gears 3-2 Assembly of Cylinders 5-11
Corrosion 3-2 Installation of Cylinder and Pistons 5-11
Screwed Fittings 3-2 Intercylinder Baffles 5-12
Magnetic 3-2
Corrosion Prevention 3-2 6. OIL SUMP AND FUEL INDUCTION
Repair and Replacement
Damaged Parts 3-2 General 6-1
Painted Parts 3-3 Disassembly
Replacement of Studs 3-3 Intake Pipes 6-1
Corrosion Prevention 3-3 Carburetor 6-1
Reassembly Oil Suction Screen 6-1
Corrosion Prevention 3-3 Oil Sump 6-1
Pre-Lubrication of Parts 3-3 Cleaning
Oilite Bearing 3-3 Oil Sump 6-1
Table of Limits 3-4 Carburetor 6-1
Oil Seal and Gaskets 3-4 Inspection
Arbitary Replacement of Parts 3-4 Oil Suction Screen 6-1
Carburetor 6-1
4. IGNITION SYSTEM Repair and Replacement
Carburetor 6-2
General 4-1 Reassembly
Dual Magneto 4-1 Intake Pipes 6-2
Engine Firing Order 4-1 Oil Suction Screen 6-2
Ignition Harness 4-1
Spark Plugs 4-1 7. CRANKCASE, CRANKSHAFT &
Removal and Disassembly RECIPROCATING PARTS
Ignition Harness 4-1
Magneto 4-1 General 7-1
Inspection Disassembly
Ignition Harness 4-1 Oil Pump and Vacuum Pump 7-1
Magneto 4-1 Starter Ring Gear Support 7-1
Repair and Replacement Tachometer 7-1
Ignition Harness 4-2 Governor Drive 7-1
Magneto 4-2 Crankcase 7-1
Reassembly Camshaft 7-2
Magneto 4-2 Crankshaft 7-2
Timing Magneto and Engine 4-2 Counterweights 7-4
Ignition Harness 4-3 Cleaning 7-4
Inspection
5. CYLINDERS, PISTONS AND VALVE TRAIN Bearing 7-4
Crankcase
General 5-1 Visual 7-4
Removal from Engine 5-1 Dimensional 7-4
Crankshaft
Visual 7-4
Dimensional 7-4
ii
TABLE OF CONTENTS (CONT.)

SECTION PAGE
7. CRANKCASE, CRANKSHAFT &

RECIPROCATING PARTS (CONT.)
Camshaft
Visual 7-5
Dimensional 7-5
Connecting Rods
Dimensional 7-5
Parallelism Check 7-5
Squareness Check 7-5
Counterweight Bushing Wear 7-5
Crankshaft Counterweight Bushing Wear 7-5
Repair and Replacement
General 7-5
Crankshaft
Bearing Surfaces 7-5
Propelled Flange Straighting 7-6
Oil Seal Surface 7-7
Crankshaft Counterweight Bushing 7-7
Counterweight Bushing 7-8
Connecting Rod Bushing 7-8
Starter Ring Gear 7-8
Crankcase 7-8
Reassembly
Crankshaft
Expansion Plugs 7-8
Propeller Flange Bushing 7-9
Counterweight Assembly 7-9
Connecting Rods 7-9
Camshaft 7-9
Crankcase 7-10
Oil Pump and Vacuum Pump Drive 7-10
Tachometer Drive Adapter 7-11
Oil and Vacuum Pump 7-11
Oil Cooler Adapter 7-11
Oil Filter Adapter Assembly 7-11
Crankshaft Oil Seal 7-11
Generator or Alternator Drive Belt 7-12
8. TEST PROCEDURE
General 8-1
Test Limits 8-1
Run-In Procedure 8-2
Run-In Schedule 8-2
Oil Consumption Run 8-2
Idler Speed and Mixture Adjustment 8-2
Preservation and Storage (Engine) 8-2
Preservation Run 8-3
Preservation and Storage Carburetor 8-3
9. TABLE OF LIMITS
iii
OVERHAUL MANUAL LYCOMING 76 SERIES AIRCRAFT ENGINES Ssction 1
Introduction
SECTION 1
INTRODUCTION
l-l. This manual contains the necessary information for l-5. Service bulletins, service instructions and service let-
the major overhaul of the Lycoming 76 series ters are issued from time to time whenever the engine is
engines. Unless otherwise noted the information and data modified or overhaul procedures revised. When received,
will apply equally to all models. The portions of the text these publications should be inserted in the rear of this
applying to any one particular model will be identified. manual or maintained in a separate file for ready
reference.
1-2. The main portion of the text is divided into sections
corresponding to the basic engine components. Additional
sections are provided for general description. preservation 1.6. The following procedures should be followed for any
and storage information. and other items of a non-specific reason that parts are to be returned to Lycoming for
nature. warranty. The proper forms must be completed by your
Lycoming Distributor, including the engine model.
l-3. The tools required for overhauling the engine (ex- serial number. “umber of hours in service, the reason the
cluding the ordinary mechanic’s tools found in most parts are being returned, and any other pertinent informa-
overhaul shops) are listed in the Special Service Tool tion concerning the parts.
Catalog No. SSP2172. Inspection gages are also listed in
the same catalog. Any special information required con-
cerning the tools may be obtained by writing to Service l-7. In this manual all references to locations of various
Department. Lycoming Division, components will be designated when viewing the engine
Williamsport, Pa. 17101. When requesting information from the rear. The power take off end is considered the
concerning any of these tools refer to the tool name and front and the accessory drive end the rear. The oil sump is
part number. considered the bottom. Cylinders are numbered from
front to rear with odd numbered cylinders on the right
l-4. Parts catalog for specific models of 16 series engines side and eve” numbered cylinders on the left side.
may be ordered from the department listed in paragraph
1-3. Because of product improvement it is almost impossi-
ble to call out attaching part numbers in the overhaul l-8. The direction of rotation of the crankshaft, as viewed
manual. Therefore, it is recommended that a parts catalog from the rear, is clockwise on all models. All references to
be used in conjunction with the overhaul manual. when direction of rotation of the various accessory drives are as
reassembling the engines. viewed facing the accessory drive mounting pad.
Figure l-l. Typical 4 Cylinder Engine

OVERHAUL MANUAL LYCOMING 76 SERIES AIRCRAFT ENGINES Section2
General
Description
SECTION 2
GENERAL DESCRIPTION
2-1. The engines covered in this manual are direct drive, Instruction No. 1037 lists the approved piston, piston
four cylinder, horizontally opposed, air cooled models. ring and cylinder assemblies for all models while the latest
edition of Service Instruction No. 1042 lists the approved
2-2. Cylinders. The cylinders are of air cooled construction spark plugs. Consult these publications for correct ap-
with two major parts, head and barrel, screwed and plication to you particular installation.
shrunk together. The head is made from an aluminum
alloy casting with a fully machined combustion chamber.
Valve guides and valve seats are shrunk into machined 2-6. Valve Operating Mechanism. A conventional type
recesses in the head. The rocker box is an integral part of camshaft is located above and parallel to the crankshaft.
the cylinder head which forms the housing for both the in- The camshaft actuates the hydraulic lifter which operates
take and exhaust valve rockers. the valve through the push rod and valve rocker. The
valve rocker is held in place by the use of the rocker arm
2-3. The cylinder barrels are machined from a chrome fulcrum. The valve spring bears against hardened steel
nickel molybdenum steel forging with deep integral cool- seat and is retained on the valve stem by the use of split
ing fins. The interior of the barrels are ground and honed key. A rotator cap is used on the stem of the sodium cool-
to a specified finish. ed exhaust valve. The hydraulic lifter automatically keeps
the valve clearance at zero thus eliminating the need for
2-4. Lycoming incorporates a color code painted on any valve clearance adjusting mechanism.
cylinder heads designating differences in the cylinder bar-
rels and spark plug lengths. It is essential that personnel 2-7 Crankcase. The crankcase consists of two reinforced
be familiar with this code as described in the latest edition aluminum alloy castings with the accessory housing as an
of Service Instruction No. 1181. integral part, fastened together by means of thru bolts,
studs and nuts. The mating surfaces are joined without
2-5. Damage will result with the use of incorrect piston use of gaskets and the main bearing bores are machined
rings or spark plug lengths. The latest edition of Service for use of precision type bearing inserts.
Description
of EngineModelCode
Example: TIO 541 EIB4D
PREFIX DISPLACEMENT SUFFIX

L - LefthandEngineRotation 000* E - PowerSection8 Rating
Cubicin.
T- Turbocharged I -Nose Section
V -VerticalHelicopter B -AccessorySection
H-Horizontal
Helicopter 4-Counterweight
Application
A- Aerobatic D-Dual Magneto

*NcNote:
(001)"I"Indicates Dual
integal
I -Fuel Injected ac
acessory
drive
G-GearedNoseSection
Subsequentchanges toModels
S - Supercharged arereflected
in thisSection
0 -OpposedCylinder
Figure 2-1. Description of Engine Code
2-1
Section2 OVERHAUL MANUAL LYCOMING 76 SERIES AIRCRAFT ENGINES
GeneralDescription
2-8. Crankshaft. The crankshaft is made from a chrome for schematic of the oil system for a typical 76 series
nickel molybdenum steel forging and all journal surfaces engine.
are nitrided.
2-13. Cooling System. These engines are designed to be
2-9. Crankshaft Counterweights. A system of dynamic cooled by air pressure built up on one side of the cylinder
counterweight, to eliminate torsional vibration, is and discharged, with accompanying pressure drop,
employed on some four cylinder engines. Consult the through the cylinder fins.
latest edition of Service Instruction No. 1012 for the pro-
per combination and location of the crankshaft.
2-14. Induction System. The engine is equipped with a
2-10. Connecting Rods. The connecting rods are made in float type carburetor having a manual mixture control.
the form of "H" sections from alloy steel forgings. They Particularly good distribution of the fuel-air mixture to
have replaceable bearing inserts in the crankshaft ends each cylinder is obtained through the center zone induc-
and split type bronze bushings in the piston ends. The tion system, which is integral with the oil sump and is
bearing caps on the crankshaft end of the rods are retain- submerged in oil, insuring a more uniform vaporization of
ed by two bolts through each cap secured by a nut. fuel and aiding in cooling the oil in the sump. From the
riser the fuel-air mixture is distributed to each cylinser by
2-11. Pistons. The pistons are machined from an individual intake pipes.
aluminum alloy forging. The piston pin is the full floating
type with a plug located in each end of the pin. Consult 2-15. Ignition System. Dual ignition is furnished for the
Service Instruction No. 1037 for proper piston and ring engine by two electrically independent ignition circuits in
combinations. a single magneto housing. A single four pole rotor pro-
vides the magnetic energy for both circuits. Consult the
2-12. Lubrication System. All subject engines employ a latest edition of Service Instruction No. 1042 for a list of
full pressure wet sump lubrication system. See figure 2-3 Lycoming approved spark plugs.
TACHOMETER DRIVE GEAR

RATIO .50 :1.00
PROP GOV. DRIVE GEAR

NO. OF TEETH 34
RATIO .50 1.00
CAMSHAFT GEAR
NO. OF TEETH 42
RATIO .50:1
PROPGOV.DR.GEAR
NO. OF TEETH
RATIO 1:1
OIL PUMPIMPELLERS
NO.OF TEETH 12
RATIO 131:1
VACUUMa OIL PUMPDR. GEAR -

NO. OF TEETH 16
RATIO 1.31:1
IDLER GEAR
NO.OF TEETH 22
HYDRAULIC PUMP DR GEAR

NO. OF TEETH 10
RATIO 1.31:1 TIONAL DUAL
OPTIONAL DRIVE GEARBOX
DUAL DRIVE
TS ON VACUUM & OIL PUMP DR SHAFT
MOUNTS
Figure 2-2. Gear Train Diagram - 4 Cylinder Engine
2-2
GeneralDescription
PROPELLER
PROP.
GOV.
SHAFTBRG.
AN FUEL
No. IDLER BRG.
GOV.
MAIN SPLASH OIL ON
AN FUEL AC FUELPUMPPLUNGER
PUMP BRG. AND ECC. CAM
NO.I CAM BRG.
NO.I CRANKPIN
NO.2 CRANKPIN
NO.2 CAM BRG.
NO. CRANKPIN
3
NO.4 CRANKPIN
NO.3 CAM BRG.
EXH.VALVETRAIN
INT VALVE TRAIN

PUSH TAPPETS
OIL
OIL PRESS
GAGECONN OIL COOLER
HYDP
PUMP
ROCKER VAC.PUMP
SPLASH OIL
VALVE OIL PUMP
OIL PRESS
RELIEF VALVE
OIL SUMP
Figure 2-3. Oil Lubrication Schematic
2-3
GeneralOverhaul
SECTION 3
GENERAL OVERHAUL PROCEDURES

3-1. This manual will describe in separate sections the treme care must be exercised if any water-mixed degreas-
complete major overhaul procedures for each individual ing solutions containing caustic compounds or soap are
portion of the engine, thus dividing the manual for all used. Such compounds, in addition to being potentially
practical purposes, into a series of individual handbooks dangerous to aluminum and magnesium, may become im-
dealing in turn with each component part. Since there are pregnated in the pores of the metal and cause oil foaming
various overhaul practices and instructions of a non- when the engine is returned to service. When using water-
specific nature, which apply equally to all basic engine mixing solutions therefore, it is imperative that the parts
components, these general instructions will be grouped be completely and thoroughly rinsed in clean boiling
together and described in this section, thus avoiding water after degreasing. Regardless of the method and
repetition. type of solution used, coat and spray all parts with
lubricating oil immediately after cleaning in order to pre-
3-2. No attempt shall be made to include overhaul pro- vent corrosion.
cedures for the various trade accessories. These ac-
cessories are covered in overhaul manuals published by 3-10.Removal of Hard Carbon. While the degreasing solu-
their respective manufacturer. Only such assembly and tion will remove dirt, grease and soft carbon, deposits of
disassembly as required by engine installation will be hard carbon will almost invariably remain on many in-
covered. terior surfaces. To facilitate removal, these deposits must
first be loosened by immersion in a tank containing a
3-3. Just prior to or immediately after removing the decarbonizing solution (usually heated). A great variety of
engine from the airframe, remove the oil drain plug and commercial decarbonizing agents are available, including
drain the oil from the engine. such products as Gunk, Penetrol, Carbrax, Super-
Chemaco, Gerlach No. 70, and many others. Decar-
3-4. Attach the engine lifting cable to the engine and bonizers, like the degreasing solutions previously men-
remove from the airframe. tioned, fall generally into two categories, water-soluble
and hydrocarbons, and the same caution concerning the
3-5. Attach the engine overhaul adapter (ST-165) on pro- use of water-soluble degreasers is applicable to water-
peller flange. Mount the dynafocal mounting adapters soluble decarbonizers.
(64898) on the engine mounts and place mounting ring
(64759) on mounting adapters.
CA UTION
3-6. Place the skid (ST-278) on engine overhaul stand
(ST-162)and lower engine into position on skid and stand. Extreme caution should be exercised when using a decar-
Remove the lifting cable. Specific disassembly instruc- bonizing solution on magnesium castings. It is recom-
tions are contained in the applicable section for each com- mended that the use of heated solutions be avoided unless
ponent. the operator is thoroughly familiar with the particular
solution being used In addition, the operator is strongly
advised against immersing steel and magnesium parts in
3-7. Inasmuch as visual inspection should be made while the same decarbonizing tank, because this practice often
disassembling and immediately after disassembly, all in- results in damage to the magnesium parts from corrosion.
dividual parts should be laid out in an orderly manner as
they are removed from the engine. No cleaning operation
should be performed until this initial visual inspection has
been completed. All loose studs, cracked cooling fins, 3-11. Decarbonizing will usually loosen most of the hard
loose or damaged fittings, and the like, should be carefully carbon deposits remaining after degreasing; the complete
noted and tagged to prevent their being overlooked dur- removal of all hard carbon, however, generally requires
ing regular inspection. brushing, scraping or grit-blasting. All of these operations
demand care on the part of the mechanic to avoid damage
to machined surfaces. In particular, wire brushes and
CLEANING metal scrapers must never be used on any bearing or con-
tact surface.
3-8. It is imperative to clean all engine parts thoroughly to
facilitate inspection. Two processes are involved in clean-
ing engine parts; degreasing to remove dirt and sludge 3-12. When grit-blasting parts do not use sand or any
(soft carbon) and the removal of hard carbon by decar- metallic abrasives. It is recommended instead that mildly
bonizing, brushing or scraping and grit-blasting. abrasive organic substances such as rice baked wheat,
plastic pellets, or crushed walnut shells be used. All
machines surfaces must, of course, be adequately masked
3-9. Degreasing. Degreasing is accomplished by immers- and all openings tightly plugged before blasting. The one
ing or spraying the part in solution of white furnace oil exception to this is the valve seats, which may be left un-
(38-40 specific gravity) or a suitable commercial solvent protected when blasting the cylinder head combustion
such as Varsol or Perm-A-Chlor. Operators are warned chamber. It is often advantageous to grit blast the seats,
against the use of solvents with which they are un- since this will cut the glaze which tends to form (particular-
familiar, since there are may products on the market ly on the exhaust valve seat) thus facilitating subsequent
which are injurious to aluminum and magnesium. Ex- valve seat reconditioning. Under no circumstances
3-1
GeneralOverhaul
should the piston ring grooves be grit blasted. If 3-21. Gears. All gears should be examined for evidence of
necessary, soak the piston in petroleum solvent and pitting and excessive wear. These conditions are of par-
scrape with a wooden scraper. When grit-blasting hous- ticular importance when they occur on the involute of the
ings, plug all drilled oil passages with rubber plugs or teeth; deep pit marks in this area are sufficient cause to re-
other suitable material to prevent the entrances of foreign ject the gear. Bearing surfaces of all gears should be free
matter. from deep scratches. However, minor abrasions may be
dressed out with fine abrasive cloth.
3-13. The decarbonizing solution will generally remove
most of the enamel from exterior surfaces. All remaining 3-22. Corrosion on Stressed Areas. Pitted surfaces in
enamel should be removed by grit-blasting particularly in highly stressed areas resulting from corrosion can cause
the crevices between the cylinder cooling fins. ultimate failure of the part. The following areas should be
carefully examined for evidence of such corrosion; interior
3-14. At the conclusion of cleaning operations, rinse the surfaces of piston pins, the fillets at the edges of
parts in petroleum solvent, dry and remove any loose par- crankshaft main and crankpin journal surfaces, and
ticles by air-blasting. Apply a liberal coating of preser- thrust bearing races. If pitting exists on any of the sur-
vative oil to all surfaces. faces mentioned to the extent that it cannot be removed
by polishing with crocus cloth or other mild abrasive, the
part must be rejected.
INSPECTION 3-23. Screwed Fittings. Screwed fittings (any parts such
as threaded fastenings or plugs) should be inspected for
3-15. The inspection of engine parts during overhaul is condition of threads. Badly worn or mutilated threads
divided into three categories, visual, structural and must not be tolerated; the parts should be rejected.
dimensional. The first two deal with the structural defects However, small defects such as slight nicks or burrs may
in parts while the third is concerned with the size, shape be dressed out with a small file, fine abrasive cloth, or
and fit. stone. If the part appears to be distorted, badly galled, or
mutilated by over-tightening, or from the use of improper
3-16. Visual inspection should precede all other inspection tools, it must be replaced with a new one.
procedures. Do not clean any parts prior to visual inspec-
tion, since indications of dangerous operating conditions 3-24. Magnetic Inspection. All ferro-magnetic steel parts
can often be detected from the residual deposits found in should be inspected by the magnetic particle method. The
some particular recess of the engine. successful detection of structural failure by magnetic in-
spection demands skill and experience on the part of
3-17. Structural failures can be determined by several dif- operating personnel. It must be remembered that almost
ferent methods depending on the part involved. The any fabricated steel part will shown indications of some
following are a few of the methods employed: magnetic kind, and it is important that the operator exercise good
particle, dye penetrant, penetrant, x-ray and various elec- judgement in evaluating the indications. Too rigid an in-
tronic methods. terpretation may result in the rejection of a sound part,
while on the other hand, a part showing a dangerous in-
3-18. Dimensional inspections should be carried out in ac- dication may be returned to service as a result of a too
cordance with the measurements and tolerances as called casual diagnosis. In general, areas of stress concentration
out in the Table of Limits (SSP2070). must be watched closely for fatigue cracks. These areas
include such locations as keyways, gear teeth, splines,
3-19. It is recommended that an inspection and overhaul roots of threads, small holes and fillets.
form, containing a list of all engine components, be utiliz-
ed when disassembling an engine. This form should be 3-25. Proper judgement must also be used in determining
prepared so that all inspection and overhaul procedures the amount of current (amperage) applied; too little cur-
can be checked off and remarks noted. This will also rent will not sufficiently magnetize the part, while too
assure that no part is inadvertently overlooked. heavy an application will permanently damage the part by
overheating and burning thin areas adjacent to the elec-
trodes. Again, skill and experience on the part of the
3-20.Bearing Surfaces. All bearing surfaces should be ex- operator are of the utmost importance. Consult the latest
amined for scoring, galling and wear. Considerable scrat- edition of Service Instruction No. 1285 for proper
ching and light scoring of aluminum bearing surfaces in amperage.
the engine will do no harm and should not be considered
cause for rejection of the part, provided it falls within the 3-26. Corrosion-Prevention. Upon completion of inspec-
clearances set forth in the Table of Limits. Even though tion, coat all steel parts with preservative oil.
the part may come within specified limits it should not be
reassembled into the engine unless inspection shows it to REPAIR AND REPLA CEMENT
be free of other serious defects. Ball bearings should be ex-
amined visually and by feel for roughness, flat spots, flak- 3-27. Damaged Parts. Abnormal damage such as burrs,
ing or pitting of races and for scoring on the outside of the nicks, scratches, scoring, or galling should be removed
races. All journal surfaces should be checked for galling, with a fine oil stone, crocus cloth, or any similiar abrasive
scores, misalignment and out-of-round condition. Shafts, substance. Following any repairs of this type, the part
pins etc. should be checked for straightness. This may be should be carefully cleaned in order to be certain that all
done in most cases by using vee blocks and a dial in- abrasive has been removed and then checked with its
dicator. mating part to assure that the clearances are not ex-
3-2
GeneralOverhaul
cessive. Flanged surfaces that are bent, warped, or nicked broken, damaged or loose, must be replaced. The method
may be repaired by lapping to a true surface on a surface of removing studs depends on the type of stud and man-
plate. Again the part should be cleaned to be certain that ner in which it is broken. The procedure for removing and
all abrasive has been removed. Defective threads can replacing studs is as follows:
sometimes be repaired with a suitable die or tap. Small
nicks can be removed satisfactorily with Swiss pattern a. If there is sufficient thread area available on stud, use
files or small, edged stones, pipe tapped threads should a collet grip tool consisting of a tapered collet that
not be tapped deeper in order to clean them up, because threads onto stud and a housing that slips over the
this practice will invariably result in an oversized tapped collet. Tighten bolt on top of the housing and draw
hole. If scratches or galling are removed from a bearing collet into housing to lock puller on the stud with a tight
surface of a journal it should be buffed to a high finish. grip.
Generally it is impossible to repair cracks; however,
welding operations may be performed in some parts of b. If the collet type tool cannot be used, drill a small hole
housings, providing the area is not a stressed section of into the stud. Employ a pilot bushing to guide drill into
the part. For example, almost any area of a rocker box center of stud when stud is broken beneath the surface
may be welded, but no part of the cylinder head except the of the crankcase. Redrill the hole to enlarge it to ac-
fins may be welded. commodate the proper size extractor. Using the extrac-
tor, remove the stud.
3-28. Painted Parts. Parts requiring use of paint for pro-
tection or appearance should be painted in accordance c. After studs have been removed, check for size and
with the following recommendations using material from condition of threads in stud holes to determine whether
the following list of approved material. Thinner - Toluene oversize studs must be used for replacement. Coat
or equivalent (AMS3180 or equivalent Federal Spec. TT- threads of studs with thread lubricant. Specification
T-548). Primer - Zinc chromate (AMS3110 or equivalent JAN-A-669, and drive stud to correct depth by using a
MIL-P-8585). Enamel - Phthalate resin type (AMS315C or suitable stud driver.
equivalent MIL-E-7729). 3-34. Corrosion-Prevention. At the conclusion of all repair
operations and subsequent inspection, coat all steel parts
NOTE with preservative oil.
All machines bosses should be masked before painting. Do REASSEMBLY
not paint areas under hold down nuts where torque is re-
quired. 3-35. Corrosion-Prevention. Prior to assembly of
subassemblies, all parts should be cleaned to remove all
3-29. Aluminum and Steel Parts. Parts shall be cleaned traces of preservative oil and accumulated foreign matter.
and degreased prior to painting. Apply one coat zinc During assembly, cover all steel parts with a heavy coat of
chromate primer, thinned with approximately two parts preservative oil. This mixture should be used on all
toluene, and air dry. Apply one coat of enamel and bake at machined surfaces, especially on bearing surfaces,
250°F., to 300°F., for one-half hour. Enamel may be allow- cylinder bores and piston rings. The practive of using
ed to air dry but an inferior finish will result. Parts from plain lubricating oil during assembly is not recommended.
which paint has not been removed may be repainted omit-
ting the primer coat. 3-36. Pre-Lubrication of Parts Prior to Assembly. Many
premature failure of parts have been traced directly to im-
3-30. Magnesium Parts. Magnesium parts should be clean- proper pre-lubrication of engine assembly. If parts are not
ed thoroughly with a dichromate treatment prior to pain- properly lubricated, or an inferior lubricant is used, many
ting. This treatment consists of cleaning all traces of oil of the engine parts will become scored before the engine
and grease from the part by using a neutral, non-corrosive oil goes through its first cycle and has had a change to
degreasing medium followed by a rinse. After which the lubricate the engine. This, of course, will lead to
part is immersed for 45 minutes in a hot dichromate solu- premature parts failure prior to normal service life, and in
tion (3/4 lbs. of sodium dichromate to one gallon of water some cases, lead to engine failure before normal service
at 180°F. to 200°F., quantity as required). The part should hours have been accumulated. It is of utmost importance,
then be washed thoroughly in cold running water, dipped therefore, that the following recommendations be adhered
in hot water and dried in an air blast. Immediately to a engine assembly. Consult the latest edition of Service
thereafter the part should be painted with a prime coat Instruction No. 1059.
and engine enamel in the same manner as prescribed for
aluminum parts. 3-37. Coat the camshaft lobes, face of tappet bodies and
rocker tips with lubri-bond (A) or equivalent.
3-31. Shroud Tubes. Shroud tube should be thoroughly 3-38. Coat the valve stems and the interior of the valve
cleaned and dipped in zinc chromate primer thinned to guides with Texaco Molytex "0" or equivalent.
spraying consistency. After the primer is dried the shroud
tube should be painted on the outside with engine enamel. 3-39. All other parts should be coated with a mixture of
15% pre-lubricant (STP or equivalent) and 85% SAE No.
3-32. All paint applied in the foregoing operations should 50 mineral base aviation grade lubricating oil.
preferably be sprayed; however, if it is necessary to use a
brush, care should be exercised to avoid an accumulation 3-40.Olite Bushings. During overhaul cleaning operations
of pockets of paint. it is possible to wash the oil from these bushings; also, if a
bushing has been replaced and either reamed or broached,
3-33. Replacement of Studs. Any studs which are bent, its porosity may be affected. Therefore, before the
3-3
Section3 OVERHAUL MANUAL LYCOMING 76SERIES AIRCRAFT ENGINES
GeneralOverhaul
bushings are reassembled into the engine they must be All engine oil hose
impregnated by immersing then for at least fifteen All oil seals
minutes in engine oil that has been heated to 140°F. All gaskets
All circlips, lockplates and retaining rings
3-41. It is strongly recommended that all overhaul Piston rings
facilities adapt a firm policy of checking pitch alignment All exhaust valves (except Inconel alloy valves)
of bevel gears at the same time backlash is adjusted dur- All exhaust valve retaining keys
ing engine overhaul. Crankshaft sludge tubes (where applicable)
3-42. Table of Limits. The table of limits SSP1776 should Cylinder fin stabilizers
be consulted whenever it is desired to determine the All bearing inserts (main and connecting rods)
backlash and end clearance of gears, the clearance bet- Magneto drive cushions
ween mating machined parts, the clearance between Stressed bolts and fastenings
mating parts which are in close contact with each other Camshaft gear attaching bolts
and the torque limits for various nuts, screws and fasten- Connecting rod bolts and nuts
ings. Crankshaft flange bolts
Damaged ignition cable
3-43. Oil Seals and Gaskets. When building up an engine All laminated shims
during major overhaul, replace all oil seals and gaskets Crankshaft counterweight bushings
throughout the engine. For complete replacement sets of Piston pin plugs
seals and gaskets available for these engines, consult ap- A.C. diaphragm fuel pumps
plicable parts catalog.
3-44.Arbitrary Replacement of Parts. It is recommended
that certain parts throughout the engine be replaced at
normal overhaul regardless of their apparent condition.
Consult the latest edition of Service Bulletin No. 240 for
information on the replacing of parts at overhaul. Includ-
ed among these are the following:
3-4
OVERHAUL MANUAL LYCOMING 76SERIES AIRCRAFT ENGINES Section4
IgnitionSystem
SECTION 4
IGNITION SYSTEM
4-1. General. All four cylinder engines are equipped with REMOVAL AND DISASSEMBLY
high tension ignition systems which deliver high tension
current directly to the spark plug outlets. 4-6.Ignition Harness. Remove the terminals from the top
and bottom spark plug. Detach all clips, clamps and grom-
4-2.Dual Magnetos. The magneto features two electrically met plates securing the leads to the engine. The ignition
independent ignition circuits in one housing. A single four harness on the dual magneto cannot be removed from the
pole rotor provides the magnetic energy for both circuits. magneto without removing the cover from the magneto.
The magneto uses an impulse coupling to provide reliable
ignition at engine cranking speed. At engine cranking NOTE
speed the impulse coupling automatically retards the
magneto until the engine is also at its retard firing posi- Before detaching clamps, clips, grommet plates etc., mark
tion. The spring action of the impulse is then released to the location of each. Differences in various installations
spin the rotating magnet and produce the spark to fire the make it impossible for this manual to point out the correct
engine. After the engine starts, the impulse coupling acts attaching points.
as a straight drive and magneto fires at the normal firing
position of the engine. 4-7 Magneto. Loosen and remove the two 5/16-18 nuts,
lockwasher and clamps which hold the magneto to engine.
4-3. Engine Firing Order. Four cylinder engine 1-3-2-4. Remove magneto and harness from the engine.
Left hand rotation engine 1-4-2-3.
INSPECTION
4-4. Ignition Harness. The harness is composed of the
magneto terminal assembly, the ignition cable and the 4-8. Ignition Harness. Unless the harness assembly is in
spark plug end assembly. The number of lead in the obviously new condition and is known to have been
harness assembly is of course determined by the number recently installed, it is recommended that the harness be
of cylinders on the engine. replaced at overhaul.
4-5. Spark Plugs. For information relative to approved 4-9.Magnetos. As previously mentioned, this manual will
spark plugs for the subject engine consult the latest edi- not endeavor to describe overhaul procedures for trade
tion of Service Instruction No. 1042.
1. Spark Plug 7. Gasket

2. Magneto 8. Cushion
3. Ignition Harness 9. Cushion Retainer
4. Nut 10. "O" Ring Seal
5. Lockwasher 11. Gear
6. Clamp
Figure 4-1. Magneto and Harness Assembly

4-1
IgnitionSystem
accessories. Consult the manufacturer's applicable REASSEMBLY
overhaul manual for inspection procedures.
4-15. Magnetos. Before assembling the magneto gear or
REPAIR AND REPLACEMENT drive coupling (whichever is applicable) to the magneto
drive shaft, apply a light coating of Go-Jo-No-Lox No. 72
4-10. Ignition Harness. Unless the harness assembly is in compound or equivalent to the tapered section of the
obviously new condition and is known to have been magneto drive shaft. This compound is manufactured by
recently installed, it is recommended that the harness be Gojer, Inc. Akron, Ohio, 44309. After assembling gear or
replaced at overhaul. Lycoming does supply in- coupling, wipe excess compound from the drive shaft.
dividual leads in two lengths, (48 or 72 inch) finished at
the spark plug end and available from your local 4-16. See figure 4-1. Assemble "o" ring in groove on the in-
distributor. The following steps will describe the pro- side of magneto gear. Install gear in bushing of crankcase.
cedure for replacing a lead. Install magneto drive cushion retainer in the magneto
gear. Assemble magneto drive cushions in retainer. In-
4-11. Removal of Condemned Lead. Remove clamps and stall magneto gasket and magneto. Install clamps,
brackets from applicable lead assembly. Cut cable ties lockwasher, and 5/16 plain nut. Tighten slightly until the
from assembly and discard. Remove the cover from final timing is completed.
magneto.
4-17.Timing Magneto to Engine. Rotate the crankshaft in
4-12. Cut off condemned lead flush with the outer surface direction of normal rotation until no. 1 cylinder is on the
of the cover. Grip eyelet of lead with a pair of pliers and compression stroke and approximately 350 BTC. Clamp
pull short length of conductor out of grommet and cover. the ignition timing pointer (64697) on the advance timing
Using a 3 inch long, 0.270 inch diameter drift, applied at mark on the rear of the starter ring gear. The starter ring
outer surface of cover, drive out tapered ferrule and re- gear may be marked at 20 and 25. Consult engine
maining pieces of insulation and shielding. nameplate for correct advance timing mark to use. Con-
tinue rotating the crankshaft until the timing pointer and
4-13. Replacement of Condemned Lead. To replace a con- the parting flange of the crankcase align. Leave the
demned lead, proceed as follows: crankshaft in this position until the magneto is installed.
a. Thread pre-stripped end of lead through magneto 4-18. In the event that an igntion timing pointer is not
cover. available an alternate method may be used. Rotate the
crankshaft in direction of normal rotation until no. 1
b. Scrape 1/2 inch of blue coating from braid being cylinder is on the compression stroke and continue
careful not to cut braid. rotating the crankshaft until the correct advance timing
mark on the front of the starter ring gear is in exact align-
c. Push back braid and thread a new ferrule over wire ment with the small drilled hole located at the two o'clock
and under braid until braid covers knurling. See figure position on the front face of the starter housing. Leave the
4-2. crankshaft in this position until the magneto is installed.
BRAID TO NOTE
1/2 INCH COATING EDGE OF KNURLING
SCRAPED FROM BRAID
The advance timing mark is specified on the engine
nameplate.
4-19. Remove the inspection plug from the magneto and

BLUE rotate the drive shaft in direction of normal rotation until
COATING
the painted chamfered tooth on the large distributor gear
is aligned in the center of the inspection window. The
Figure 4-2. Ferrule Position Under Braid shaft on the impulse coupling magnetos can be turned by
depressing the pawl on the coupling. Be sure the magneto
d. Pull the lead back into the cover to wedge the braid gear does not move from this position and secure each
between the taper of the cover and ferrule. magneto finger tight. The magnetos are now ready for
final timing.
e. Place cover on proper support and seat ferrule using
Bendix tool 11-7074 (ferrule seat tool) and mallet. Fer- 4-20. Final Timing D-2000 Dual Magneto. Using a battery
rule must be driven straight into cover and fully seated. power timing light, attach the red lead of timing light to
the left switch terminal, green lead of timing light to right
f. Place grommet over pre-stripped end of lead. Place switch, black lead to an unpainted portion of the engine.
new eyelet on conductor and cramp. Rotate the magneto in its mounting flange to a point
where the light comes on, then slowly turn it in the op-
g. Pull lead to seat parts in proper place and remove posite direction until the red light goes out. Tighten the
slack from braid. magneto clamps evenly.
4-14. Magnetos. As previously mentioned, this overhaul 4-21. Back off the crankshaft approximately 10 so the
manual will not endeavor to describe overhaul procedures timing light goes on. Bring the crankshaft slowly back in
for trade accessories. Consult the manufacturer's ap- the direction of normal rotation until red light goes out.
plicable manual for overhaul procedures. Indicating the left main breaker opening at no. 1 firing
4-2
IgnitionSystem
position. The right main breaker monitored by the green
light must open within + 2 engine degrees of the no. 1 fir-
ing position. Completely tighten nuts to specified torque.
4-22.Ignition Harness. Prior to inserting spark plug lead

in plug barrel use flurocarbon spray MS-S122 (available
from Miller-Stephenson Chemical Co., 16 Sugar Hollow
Rd., Danbury, Conn. 06813). Assemble the leads into pro-
per spark plug. Consult wiring diagram figure 4-3. Torque
nuts to 110 - 120 inch pounds.
Figure 4-3. Ignition Wiring Diagram

(Four Cylinder Engine)
4-3
ylinder,Piston
andValveTrain
SECTION 5
CYLINDERS, PISTONS AND VALVE TRAIN
5-1. The piston, being a reciprocating part, is normally piston of no. 1 cylinder at top center of the compression
grouped with the crankshaft in a theoretical breakdown of stroke. This will place the valves in closed position and
the engine into basic components. However, from a prac- the piston extended away from the crankcase to avoid
tical standpoint, it is felt that the piston should be con- damage when cylinder is removed.
sidered with the cylinder insofar as overhaul procedures
are concerned. For example, the basic configuration of the 5-9. Remove the 5/16-24 self-locking nut (11) from the
engine requires the removal and reassembly of the pistons valve rocker fulcrum (10). Remove the valve rocker arms
at the same time the cylinders are removed or replaced. and fulcrum from cylinder. Remove the square washers (9)
from the stud. Remove the push rods (2) by grasping the
5-2. For the purposes of the manual, the valve train will be end and pulling through the shroud tube. Remove the
considered as all parts of the valve operating mechanism 1/4-20 plain nut (7), lockplate (6) and spring (5). Pull
beyond the camshaft, beginning with the hydraulic lifter shroud tubes out through the cylinder head and discard
assembly. the shroud tube seals (3).
5-3. Although subject engines employ parallel valve 5-10. Remove the cylinder base hold-down nuts; then
cylinders with down exhaust, basic overhaul procedures remove the cylinder by pulling straight away from the
are the same for all cylinders. The overhaul procedures crankcase. As the cylinder is pulled away, catch and hold
described in this section will be applicable to all cylinder the piston to prevent it from falling against the crankcase
assemblies except as noted. and being damaged. Discard the cylinder base oil seal
rings.
5-4. Either plain steel, chrome plated, or nitride hardened
steel cylinders may be employed on the engines discussed 5-11. Pistons. Remove piston pin plugs from the piston.
in this overhaul manual. The color code for these cylinders Using a piston pin puller (64843), pull pin from piston and
is as follows: remove piston.
CA UTION
a. Plain steel All grey
After the removal of a cylinder and piston the connecting
b. Chrome plated Orange paint on cylinder rod must be supported to prevent damage to the rod and
fins below spark plug crankcase. This is done by supporting each connecting rod
hole. with torque hold down plate ST-222, rubber band (discard-
ed cylinder base on seal rings) looped around the cylinder
c. Nitride hardened Blue paint on cylinder fins base studs as shown in figure 5-3.
steel below spark plug hole.
5-12. Removal of the other cylinders and pistons may be
d. .010 inch oversize Green when applied to done in any desired order, but less turning of the
plain cylinders customer overhaul en- crankshaft is involved if the cylinders are removed suc-
gines. cessively in the engine's firing order 1-3-2-4. Left hand
rotation firing order 1-4-2-3.
e. .020 inch oversize Yellow when applied to 5-13. Hydraulic Lifters. Remove the hydraulic lifter from
plain cylinders customer overhaul en- the crankcase. Place each lifter as removed from
gines. crankcase in its proper location in the cleaning basket.
The hydraulic lifters must be replaced in the same loca-
NOTE tion in crankcase from which they were removed.
DISASSEMBLY
A yellow color, on fins ABOVE spark plug hole. indicates
that long reach spark plugs are used. 5-14. Cylinders. Place cylinder over the cylinder holding
block (64526-2), assemble valve spring compressor
REMOVAL FROM ENGINE (ST-419) on cylinder, and compress valve springs far
enough to remove the valve retaining keys.
5-5. It is assumed that the ignition harness, intake pipes
and primer lines have been previously removed. NOTE
5-6. Intercylinder Baffles. (where applicable) Using the in- If keys are stuck tight in spring seat, a light blow with a
tercylinder baffle tool (64885), release the baffle retaining leather mallet on top of compressor will release keys.
hook so that it disengages the retainer. Remove the inter-
cylinder baffle and hook from between the cylinders. 5-15. Remove all valve spring seats and springs from
rocker box, keeping parts for each valve separate. Hold
5-7. Oil Drain Tubes. Loosen hose clamps at lower end of valves by the stem to keep them from dropping out of the
tube and slide tube out of hose. Loosen gland nut at cylinder, and remove cylinder from holding block. Now
cylinder head fitting and remove drain tube. reach inside of cylinder and remove valves. If difficulty is
experienced in pulling the tops of the valve stems through
5-8. Cylinder. See figure 5-1. Remove the rocker box cover the valve guides, push the valves back in position and
(13) and gaskets (12). Rotate the crankshaft to place the clean the carbon from the stems.
5-1
Cylinder,Piston
andValveTrain
0
5-2
OVERHAUL MANUAL LYCOMING 76 SERIES AIRCRAFT ENGINES Section 5
Cylinder,Piston
and Valve Train
4 6
-7
4. Connecting Rod Bolt
1. Nut 5. Connecting Rod 8. Oil Regulating Ring
2. Connecting Rod Cap 6. Piston 9. Compression Ring
3. Bearing Insert 7. Piston Pin Plug 10. Piston Pin
Figure 5-2. Piston and Connecting Rod Assembly
CA UTION
Do not drive the valves through the guides.
5-16. Place each valve, with its springs, seats and keys in
its proper compartment of the cleaning and inspection
basket (64553). No further disassembly of the cylinder is
necessary unless inspection warrants the replacement of
valve guides, valve seat, or primer nipple.
5-17. Pistons. Using the piston ring expander (64713),
remove the rings from all pistons. Remove the rings in
order, starting with the top ring and working down. Be
careful not to scratch or score piston when removing
rings.
5-18. Hydraulic Lifters. Place the hydraulic lifter

assembly in the fixture (ST-233). Compress the plunger
assembly until the spring clip is loose. Remove the spring
clip from the lifter body. Remove the socket and plunger
assembly from the body. In the event that the fixture is
not available, the hydraulic lifter may be disassembled as
follows: Insert a suitable tool into the socket and push the
plunger assembly until oil is forced out of the vent hole
and the pressure is released from the spring clip. Using a
pair of needle nose pliers remove the spring clip from the
lifter assembly. Remove the socket and plunger assembly
from the lifter body.
NOTE
Some hydraulic lifters employ a circlip retaining ring in

place of the spring clip as stated in paragraph 5-18.
CLEANING
5-19. Clean all cylinder, piston and valve train parts in ac-
Figure 5-3. Two Methods of Supporting
cordance with the general instructions described in Sec- Connecting Rods
tion 3. Specific instructions follow:
5-3
Cylinder,Piston
andValveTrain
bb. Maximum removal in accordance with
figure 5-4.
cc. No burrs or sharp edges are permitted.
MAX.FIN REMOVAL
TOTHISLINEONLY/ dd. Minimum fillet at the root of the removed
NEVERENTER- portion of the fin in one quarter inch radius.
BASE METAL. Minimum corner at top of fin adjacent to the
removed portion is one half inch radius.
Figure 5-4. Maximum Fin Removal
(b) Fins other than the above may be accepted
5-20.Hydraulic Lifters. Use the cleaning basket in order provided not more than one crack per fin and its
to keep the valve operating mechanism parts separate. depth is no closer than 1/4 inch from the base of the
Dip the basket, with all parts contained in their proper metal and a fin stabilizer is used to reduce vibration
compartment, in petroleum solvent. and further deepening of the crack.
CAUTION 2. Physically damaged, broken or bent fins.
It is imperative that various parts of each lifter assembly (a)The blended area for any one fin shall not exceed
be kept together during the overhaul operations, in order 3/8 square inches, nor 3/8 inch in depth.
that all component parts may be reassembled with their
original mating parts and each completed assembly in- (b) No more than two blended areas on any one fin.
serted in its original location in the crankcase. In the
event parts are intermixed, discard, and install new (c) No more than four blended fins on the push rod
assemblies. side of the head. No more than six blended fins on
the anti-push rod side of the head.
INSPECTION
(d) In addition to the above, it is recommended that
5-21. Inspect all cylinder, piston and valve train parts in a fluorescent penetrant inspection of the cylinder be
accordance with the general instructions described in Sec- made. Pay particular attention to the following
tion 3. Specific instructions will be found in the following areas.
paragraphs, possible revisions will be found later in the
section. (1) Between the 15th and 20th cylinder fin
5-22. Cylinder Head (Visual Inspection). Examine the (counting from the top) on exhaust port side of
cylinder head thoroughly, checking for the following cylinder.
possible defects.
(2) The area around the lower spark plug
a. Loose, scored, pitted or otherwise damaged valve counterbore.
seats. (Mark for replacement).
5-23. Cylinder Head (Dimensional Inspection). Check the
b. Loose or damaged studs. (Replace with 0.003, 0.007 ID of each intake valve guide (it is recommended that ex-
or 0.012 oversize studs). haust valve guides be replaced at overhaul) with the flat
plug rejection gage (ST-81).Check the diameter and out-
c. Loose or damaged spark plug heli-coil inserts. (Mark of-roundness of the guide bore by checking with the gage
for replacement with oversize insert. at a minimum of two position 900apart. If the gage enters
the guide at any of the positions tested, mark the guide
d. Loose, cracked or scored valve guides. (Mark for for replacement.
replacement).
e. Nicked, scored or dented mounting pads. (Intake and 5-24. Cylinder Barrel (Visual Inspection). In addition to a
exhaust ports, rocker box covers.) thorough inspection of the cylinder barrel to ascertain its
general condition, make the following specific checks.
f. Cooling fins. The following standards shall prevail
insofar as acceptance or rejection of cylinder heads are
concerned. THISPARTOFPISTON
HAS LARGERDIAMETER
THANRINGLANDS.
1. Cracked fins. STRAIGHT
EDGEMUST
BEUSEDAS SHOWN
(a) Fin adjacent to the exhaust port flange.
FEELERGAGE
(1) Stop drilling, a 3/16 inch diameter hole through
the end of the crack is permissible providing the
end of the crack is at least 1/4 inch from the base
of the metal.
(2) Fin removal to eliminate crack and reduce STRAIGHT EDGE
vibrating mass is permitted provided:
aa. Maximum removal is no more than one half Figure 5-5. Method of Checking Piston
the total fin width. Ring Side Clearance
5-4
Cylinder,Piston
andValveTrain
a. Cooling Fins. It is recommended that notches or 5-26. Piston (Visual Inspection). Examine the top of the
nicks be profiled with a hand grinder or file. A cracked piston for excessive pitting, cavaties or surface distortion.
cylinder barrel is cause for rejection of the cylinder. The latter may be evidence of detonation, particularly if
the piston has been in service for a relatively short time.
b. Cylinder Skirt. Replace any cylinder having a bent, Other critical points which must receive thorough visual
cracked,
broken or corroded skirt, examination are the piston ring lands and grooves, piston
c. Check mounting flange for cracks, nicks, warping, or pin holes, and piston pin holes bosses.
corrosion.
5-27 Piston (Dimensional Inspection). Make the following
d. Inspect interior of barrel for scoring or corrosion. dimensional checks on each piston (the numbers in paren-
Minor damage can be repaired by regrinding or honing; thesis refer to the applicable reference numbers in the
deep scoring or pitting, however, is cause for rejection Table of Limits).
of the cylinder. Table of Limits).
e. Inspect interior of nitrided barrel for barrel glaze and a. Side clearance between piston ring and piston (514,
a possible ring wear step at the point where the piston 515 and 516). Pistons for Lycoming opposed
reverses travel at the top of the stroke. Repair of these engines are ground with a slight taper from the skirt to
items is fully described in Service Instruction No. 1047.are ground
with exception
the of lands
the between the
the head, with the exception of the lands between the
5-25. Cylinder Barrel (Dimensional Inspection). Dimen- top compression and oil control rings, which are ground
sional inspection of the barrel consists of the following parallel. The clearance on wedge type compression
measurements (the numbers in parenthesis refer to the ap- rings therefore must be measured as shown in figure
plicable reference numbers in the Table of Limits): 5-4 in order to obtain a true check of the side clearance.
a. Fit between piston skirt and cylinder (519). b. Inside diameter of piston pin hole (512).
b. Maximum taper of cylinder walls (520). c. Clearance between piston skirt and cylinder and
roundness (521). piston diameter at top and bottom (519).
c. Maximum
c.
Maximum out-of
out-of-roundness (521).
d. Bore diameter (522). 5-28.Piston Pin and Piston Pin Plugs. Check OD of piston
pin against ID of hole in piston (reference 512, Table of
NOTE Limits). Measure fit between piston and plugs and check
OD of plugs (reference 513, Table of Limits). Examine in-
All measurements involving cylinder barrel diameters
terior surfaces of piston pin for corrosion or pitting.
must be taken at a minimum of two position 90 ° apart in
the particular plane being measured. All measurements of
nitrided barrels must be made in the straight portion 5-29. Valve Rockers. Damaged, badly worn, pitted or
below the starting point of the choke, or at least two in- scored top and push rod sockets warrant replacement of
ches below the top of the barrel. the rocker. Rockers that are scored at the point of contact
with the fulcrum must be replaced.
NICKSOR SCRATCHS
IN THIS AREA ARE CAUSE
FOR REJECTION,BUT NORMAL 5-30.Push Rods. Inspect push rods for wear or looseness
WEAR CAUSEDBY THE VALVE of ball ends. If ball ends are loose, replace the rod. Rod
KEY IS ACCEPTABLE must be straight within .010 inch.
5-31. Valves. Remove the valves from the cylinder and

clean to remove soft carbon and examine visually for
002 IN.UNDERSIZEDIA. physical damage, damage due to burning or corrosion.
PERMISSIBLEIN THIS
AREA ON INCONEL Valves that indicate damage of this nature must not be
VALVESONLY. reused.
NOTE
Exhaust valves (except Inconel exhaust valves) should

never be reused. Inconel exhaust valves may be reused if
they comply with requirements of the following inspec-
tion.
5-32. Do not reuse valve in which stem diameter midway

of valve measures less than that measured at the key end;
excepting inconel valves which may be 0.002 inch under-
Figure 5-6. Area to Inspect Valve Stems size on stem diameter as shown in figure 5-6.
5-5
Section 5
Cvlinder, Piston
and Valve Train

5.33. Check mnout of valve face. See figure 5-7. Total
runout must not exceed .0015 inch. Do not reuse any
valves that exceed this limit.
5.34. Measure edge thickness of intake valve heads. See
figure 5-7. If, after refacing. “A” is less than ,060 the
valve must not he reused.
NOTE
Figure 5-8. Section Through Edge of Valve
The edge of intake value heads are genemlly formed as
shown is figure 5-8. The thickness “A” can best be valve. (See inspection of hydraulic lifters.) Cheek the
measured with an optical comparator; however, it can be clearance between the valve stem and guide (reference
measured with sufficient accuracy by means of a dial in- 528 Table of Limits for exhaust valves. and reference 529
dicator and a surface plate, as shown in figure 69. for intake valves).
5-38. Inspect the hydraulic lifter for evidence of the
following wear patterns:
a Spalling - If the face of the lifter shows small nicks or
indentations near the center of the face it is considered
pitted or spalled. The pitting will constitute small ir-
regular holes. not to be confused with Rockwell hard-
FACE OF VALVE MUST RUN ness check marks. which are round and even. The area
TRUE WITH STEM WITHIN covered by spalling will vary with different lifter. but
.0015 regardless of the degrees of spalling the lifter must be
replaced.
b. Scoring-The lifter face is scored when small scratch-
like lines are found near the outer edge of the face and
will appear to radiate from the center. Other scoring
marks may be present and extend to the center of the
face. The lifter with this condition must be replaced.
c. Lifter Face Wear-The operation of the lifter provides

that the lifter rotates during the wiping action of the
camshaft lobe. This action will form a groove or path
across the face of the lifter. Deeper penetration will be
noted at the center of the face. If the wear is excessive it
will be noticeable to the touch. if a fingernail is rubbed
across the lifter face. This condition reguires replace
Figure 5-7. Valve Showing Locations for
Checking Run-Out and Section for ment of the lifter.
Measuring Edge Thickness
5.35. Using an optical magnifier. examine the valve in the

stem area and the tip for evidence of cracks, nicks, tool
marks. or other indications of damage. Damage of this
nature seriously weakens the valve, making it liable to
failure. Any valve having a nick. with ragged edges more
than l/16 inch in length should not be reused. A nick or
tool mark of any sort in the keeper groove of an exhaust
valve is sufficient reason for not reusing the valve. See
figure 5-6.
5-36. If superficial nicks and scratches in the valve in-
dicate that the valve might be cracked. it should be in-
spected by a magnetic particle or dye pen&rant method.
Dye pa&rant procedures should be carried out strictly
within the recommendation of the manufacturer of the
penetrant.
5-37. Critical areas include the face and tip both of which
should be examined for pitting and excessive wear. Minor
pitting on valve faces can sometimes be removed by
regrinding; otherwise the valve should be rejected.
Replace any valve that has operated with a collapsed Figure 5.9. Method of Checking Valve Edge
hydraulic tappet, regardless of the number of hours on the Thickness with Dial Indicator
5-6
Cylinder,Piston
NOTE and ValveTrain
slightly; this will engage the insert in threaded end of
sleeve. Continue to rotate the mandrel while holding the
Indications of non rotation of the hydraulic lifters is not sleeve thus securing the insert firmly on the inserting
cause for rejection unless the lifter face is marked as tool. The insert may then be wound through the threaded
described in Par. 5-38 a, b or c. portion of the sleeve within one half turn from the end of
5-39. When the hydraulic lifter is rejected because of spall- the coil.
ing or scoring, a visual inspection of the nose of the cam 5-45. The adjustable brass screw on the sleeve tends to act
lobe with a magnifying glass (min. 10 power) must be as a brake, preventing the insert from unwinding. It is im-
made. Any indication of distress surface irregularity, or portant that the insert be kept tight on the mandrel to
feathering of the edge of the cam lobe is cause for rejec- facilitate its assembly in the threads of the cylinder head.
tion of the camshaft. The insert should be wound so that the adjacent turns of
the insert are in contact with each other. This will
NOTE eliminate the possibility of crossed threads.
Whenever the camshaft is replaced, either with one that is NOTE
reconditioned by grinding the cam lobes or a new cam-
shaft. all hydraulic lifters must be replaced with new When inspection reveals the necessity of replacing a spark
lifters. plug heli-coil insert it must be replaced with a .010 inch
oversize insert. A .010 inch bottoming tap (64596-1) is
5-40. Valve Springs. Check the condition of all valve spr- available.
ings on a suitable spring tester, using the loads and deflec-
tions as given in reference 800 and 801, Table of Limits. 5-46. When screwing the insert into the hole in the
cylinder head, be sure that the first coil picks up the first
REPAIR AND REPLACEMENT thread. As the tool is turned,the insert will advance into
the hole. When the face of the sleeve is approximately 1/16
5-41. General instructions for the repair of cylinder, piston inch from the face of the boss, the inserting tool should be
and valve train parts will be found in Section 3. Specific held tightly by the handle and the sleeve rotated counter-
instructions follow. clockwise with the other hand, freeing the last half-turn of
the insert. By sliding the sleeve toward the top of the
5-42. Spark Plug Thread Insert. Spark plug thread inserts mandrel, the end of the insert can be seen projecting
which were rejected during inspection are removed and above the boss. The mandrel should then be rotated in a
replaced as described in the following paragraphs. clockwise direction until the insert disappears from sight.
When this position is reached, the turning action should
5-43. Insert the extracting tool (64595) in the spark plug be stopped and the tool withdrawn. The top of the insert
hole so that the edges of the tool cut into the top thread of will be approximately one half turn from the face of the
the insert. Rotate the tool in a counter-clockwise direc- boss. However, if it is not, the tool should be reassembled
tion, unscrewing the insert from the hole. and the insert turned until it is about one half turn from
the face of the boss.
5-44. A new insert may be installed by use of the inserting
tool (64594). Withdraw the mandrel part of the tool 5-47. The tang of the insert can be broken off with needle-
beyond the recessed section of its sleeve. The insert may nose pliers at the location of the notch. Then using the ex-
then be assembled into the recess and the mandrel ad- panding tool (64593), secure the insert firmly in the spark
vanced to engage its slotted end with the tang of the in- plug holes. The limit of expansion can be kept within the
sert. Rotate the mandrel clockwise and press forward thread gage limits by fixing the stop nut on the
15°
MODEL "A" INTAKE "B" EXHAUST "C" INTAKE "D" EXHAUST

0-320-H 2.154/2.155 1.740/1.750 .076/.117 .058/.077
O, LO-360-E 2.154/2.155 1 740/1 7.50 076/ 117
.076/.117 .058/.077
Figure 5-10. Valve Seat Dimensions for Reconditioning
5-7
Cylinder,Piston
and ValveTrain
expanding tool at the correct position. After expanding
panding 5-52. Valve Seat Removal and Replacement. Valve seats
the insert, it may be staked by assembling the staking that are loose, damaged or worn to the extent that they
sleeve over the mandrel until the sleeve meets the boss. A cannort be reground to the dimensions shown in figure
slight blow on the top of the sleeve will impress a slight 5-10 must be replaced.
chamfered edge around the periphery of the tappedd holes.
The staking sleeve may then be removed and adjusting NOTE
screw released, and the expanding mandrel removed ed from
the insert. When it is necessary to replace intake or exhaust valve
seats, the recess in the cylinder head must be cut .010,.020
5-48.Grinding Valve Seats. See figure 5-10. The II Dof the or .030 oversize and the corresponding oversize seat in-
valve guide is used as a piloting surface for all vallve seat stalled.
reconditioning operations. Grind valve seats, using
suitable grinding equipment, to 30 angle on intake ke valve 5-53. Valve Seats. "Allison" type seat employed on all cur-
seats and 45 angle on exhaust valve seats. Grindd to the rect subject engines.
dimensions called out in figure 5-10. Proceed in thee follow-
ing manner. 5-54. Place the applicable valve seat replacement fixture
on a suitable surface and fasten securely. Fabricate a
removal tool in accordance with the material and dimen-
sions shown in figure 5-12.
REPLACESEAT IF 15 NARROWIN G
WHEELPRODUCES WHEEL 5-55. Heat cylinder to a temperature of 600°F. and secure
GRINDING STEP
HERE to fixture. Soak the sponge of the removal tool in cold
water. Insert the tool down through the valve seat, the
seat will shrink and cling to the sponge. Withdraw the
SEAT tool being careful not to cock the seat. This entire pro-
cedure should be performed as swiftly as possible after
removing the cylinder from the heat.
VALVEGUIDE UIDE
5-56. Measure the ID of the valve seat recess in the
cylinder head. Compare the measurement with the
Figure 5-11. Rejection of Valve Seat original manufactured diameter of the recess (see Table of
Limits) and determine which oversize seat is to be install-
5-49. On intake valve seats, use a 15 grinding wheelwheelto ed.
grind the top surfaces of the valve seat to produce uce the
outer face diameter (dimension "A"). Bring the fac e of the 5-57. Refer to Table 5-1 and select the proper cutter and
intake valve seats to the specified width (dimensi"C"on "C") pilot. Install the pilot in the cutter, tighten and install cut-
by narrowing the throat with a 75 wheel. ter in special drive. Install on drill press and proceed to
cut the recess in the cylinder head to proper size. Note
5-50. On exhaust valve seats, use a 15 grinding wheel
wheelto that the pilot engages the ID of the valve guide hole in the
grind the top surface of the valve seats to produce uce the cylinder head. Remove no more metal from the bottom of
outer face diameter (dimension "B"). The width of the ex- the recess than is necessary to clean up the major
haust valve seats should now conform to dimension on"D"
"D". diameter.
5-51. If seat wear has progressed to the extent that the en- 5-58. In the event the seats are to be cut by hand, install
tire face of the 150narrowing wheel must be brought into the hand drive adapter over the special drive and using a
contact with the seat in order to achieve the specified "T" handle proceed to cut the recesses as described in the
diameter, the seat must be replaced. (See figure 5-11.) preceding paragraph.
FLATWASHERS
(2)
SPONGE
2.5" DIA.
15"
Figure 5-12. Valve Seat Removal Tool
5-8
ylinder,
PistonPiston
Cylinder,
ai
andValveTrain
TABLE 5-1
VALVE SEAT REPLACEMENT TOOLS
VALVE SEAT RECESS CUTTER
ID Valve Seat Hole in Cylinder Head Part No.
1.733-1.735 ST-52,-1,-2,-3
2.087-2.089 ST-57-1,-2,-3
-1 Indicates .010 inch oversize
VALVE SEAT RECESS CUTTER PILOT
ID Valve Guide Hole in Cylinder Head Part No.
.5913-.5923 ST-66-1,-2,-3,-5
.6613-.6623 ST-67-1,-2,-3,-5
ST-66 is standard ST-66 is standard
-1 Indicates .010 inch oversize -3 Indicates .030 inch oversize
-2 Indicates .020 inch oversize -5 Indicates .005 inch oversize
VALVE SEAT REPLACEMENT DRIFT
ID of Valve Seat Part No.
1.870-2.060 ST-64
1.474-1.730 ST-65
VALVE SEAT REPLACEMENT FIXTURE
Part No.
Parallel Valve Cylinder Heads ST-250
VALVE SEAT RECESS CUTTER DRIVER
Part No.
Used with all ST series cutters ST-62
Hand Drive adapter ST-63
5-59. Heat the cylinder to 400 to 425°F. and secure to ap- dance with the procedures described in the following
plicable replacement fixture. Chill new seat and place on paragraphs.
replacement drift (see Table of 5-1 for correct drift) and
drive seat into the recess in the cylinder head by tapping NOTE
end of drift with hammer.
Unless valve guide is in obviously new condition it is bet-
5-60. Proceed to grind the faces of the newly installed ter to replace it. Should the guide be bell mouthed it will
valve seats as described in paragraphs 5-48 thru 5-50. be impossible to get concentric grind of the valve seat.
NOTE 5-63. Valve Guide Removal. Screw the nut of valve guide
puller (ST-49) to the head of bolt (3/4-16). Place the re-
Whenever a new valve seat is installed, it is required that tainer over valve guide inside of rocker box. Insert the
its matching valve guide be replaced. This will assure con- bolt (3/4-16) into the retainer and valve guide. From
centric grinding of the new seat. cylinder barrel end insert the bolt (3/8-24)into the end of
3/4 inch bolt. Tighten the 3/8 bolt until snug against the
5-61. Valve Refacing. Place valve in a suitable valve refac- valve guide. Turn the nut in rocker box in a clockwise
ing machine (Snap-On VR-300) or equivalent. Set refacer direction until valve guide is out of cylinder head..
to 30 for intake valves and 45 for exhaust valves. Using
a soft no. 80 grit wheel, remove no more metal than is 5-64. Valve Guide Selection. Check each valve guide hole
necessary to clean up pits in the valve face or to correct in the cylinder head with the applicable valve guide hole
any apprarent warping condition. Round off with a hand plug gage. (See Table 5-2.) Determine if the same size
stone any sharp or burred edges left around the valve face guide may be used or whether the next oversize guide is
after refacing; this is best accomplished while valve is tur- required.
ning in the refacing machine.
6-65. Valve Guide Installation. Mount the applicable valve
5-62. Valve Guide Replacement. Damaged or worn valve guide replacement fixture on a drill press table. Fasten
guides are removed and new guides installed in accor cylinder securely in place on the fixture (64714).
5-9
Cylinder,Piston
andValveTrain
TABLE 5-2
ACCEPTABLE
VALVE GUIDE REPLACEMENT TOOLS INTAKE VALVE EXHAUST VALVE
GAGE SIZE REAMER
Valve Guide Hole

in Cylinder
(.5913/.5923 Hole)
64571 Standard
64507 .005 oversize 64678-2
64509 .010 oversize 64678-3
64511 .020 oversize 64678-4
64639 .030 oversize 64678-5 DESIRED (1° MAX.ANGLE)
INTAKE VALVE EXHAUST VALVE
(.6613/.6623 Hole)
64940 Standard 64924

64928 .005 oversize 64924-1 1 MAX. MAX.
64929 .010 oversize 64924-2
64930 .020 oversize 64924-3
64931 .030 oversize 64924-4
Valve Guide ID
64514 All Intake Valve 64684

64927 .4985/.4995 (Ni-Resist) Exhaust
Pilot Diameter NOT ACCEPTABLE

.4778/.4783 ST-113-2 INTAKEVALVE EXHAUST VALVE
Replacement fixture 64714

Installation drift (intake) ST-304
Installation drift (exhaust) ST-303
Valve guide puller ST-49
5-66. If it has been determined that the next oversize

guide is required, select the appropriate reamer (See Table SATISFACTORY SEATING
5-2) and proceed as follows. Mount the reamer in the drill
press spindle and ream the valve guide hole in the cylinder Figure 5-13. Acceptable, Desired and Non-Acceptable
head. Check the reamed hole with the corresponding gage Valve Contact with Seat Face
(See Table 5-2).
5-69. Reconditioning Chrome Plated Barrels. Although it
5-67. Heat the cylinder to 400 to 425°F. for a minimum of is not practical to remove wear steps by regrinding, such
one hour. Place the new valve guide, that has been chilled, barrels can be restored by a stripping and replating pro-
on the appropriate valve guide installation drift (See cess. Consult Service Letter No. 159 for facilities approv-
Table 5-2) and insert the guide in the hole in the cylinder ed by Lycoming to perform this chrome plating pro-
head. Drive the valve guide until the drive bottoms on the cess.
lower valve spring pocket. Use driver (ST-303) for exhaust
valve guide and (ST-304) for intake valve guide. Check the 5-70. Valve Repair. Repairs to valves are limited to
valve guide drive height which is measured from the lower removal of carbon, regrinding of face, and polishing super-
valve spring pocket to the top of the valve guide. The ficial scratches. Bending processes, to straighten and pud-
dimension is .775 for exhaust valve guide and .715 for in- dling to restore the face must not be attempted.
take valve guide. The dimension must be held within
±.010 of the above. Do not measure from the counterbore 5-71. Warped Exhaust Flanges. If a warped exhaust
flange seat. flange is note, the flange should be straightened by grin-
ding.
5-68. Any nitrided cylinder barrel that exceeds the
allowable service limits in diameter, taper, or out-of- REASSEMBLY
roundness must either be rebarreled or reconditioned by
chrome-plating. Consult Service Instruction No. 1047 for 5-72. Assembly of Pistons. Figure 5-2. Using the piston
information relative to reconditioning nitrided cylinder ring expander, assemble the new rings on pistons in the
barrels. order described in the following paragraphs.
5-10
Cylinder,Piston
and ValveTrain
5-73. With the piston lying top up on the workbench, in- in paragraph 3-39. Apply to inside of cylinder barrel and
stall the oil regulating ring equalizer in the first groove to piston and rings working the oil mixture around the
above the piston pin hole. Assemble the regulating ring (8) rings and into groove. Starting with no. 1cylinder proceed
over the equalizer with its gap 180 opposite the equalizer to install as follows:
gap. Compress the assembly several times with the
fingers to make sure the ring lies free and loose in the 5-79. Rotate crankshaft so that no. 1 piston, when install-
groove. Both the equalizer and the regulating ring are ed. will be approximately at top dead center on the firing
symmetrical and may be installed with either side up- stroke: this is determined by both tappets of no. 1
ward. cylinder being on the base circle of the cam lobes. Before
any attempt is made to rotate the crankshaft support the
5-74. Install the compression rings (9) in the remaining connecting rods as shown in figure 5-3.
top grooves. The compression rings are etched on one side
with the word "top", this side must be installed toward 5-80. Figure 5-2. Assemble piston on connecting rod with
the top of piston. piston number, which is stamped on bottom of piston
head, toward the front of the engine. The piston pin (10)
5-75. Pistons. Upon completion of assembly of the piston should be palm or hand push fit. If the original piston pin
ring, check the side clearance of the rings in the grooves. is tighter than a palm push fit, it is probably caused by
Use feeler gage and straight edge as shown in figure 5-5. nicks or slight carbon in the piston pin bore of the piston.
If a new piston pin or piston is to be installed, select the
NOTE pin to give a palm push fit at room temperature of 15 to
20 C. (60 to 70 F.). After piston pin is in place and central-
Under no circumstances should oversize piston rings be ly located, insert a piston pin plug (7) at each end of the
used in chrome plated barrels. piston pin.
5-76. Assembly of Cylinder. See figure 5-1. Coat the valve 5-81. Place a rubber cylinder base oil seal ring (figure 5-1)
guides and valves with a pre-lubricant as described in around the cylinder base assemble the application piston
paragraph 3-39. Insert the intake (18) and exhaust valve ring compressor over the top piston rings and install the
(19) in their respective guides. The intake valve can be cylinder over the piston, pushing the piston ring com-
identified by the fact that it is slightly larger than the ex- pressor ahead with the cylinder barrel. As the cylinder
haust valve. Hold the end of the valve stems and place the barrel approaches the crankcase, catch the piston ring
cylinder on the applicable cylinder holding block. Install compressor as it drops off the piston skirt. When the base
on each valve a lower spring seat (22). outer (23) and aux- of cylinder is seated on crankcase pad, secure the cylinder
iliary valve spring (24), and upper valve spring seat (25). with 3/8 inch and 1/2 inch cylinder base nuts, tightening
the nuts finger tight only.
NOTE
5-82. To assure proper assembly of the crankcase halves
Assemble the dampener ends of springs (close wound coils and to eliminate the possibility of subsequent loosening of
marked with dye or lacquer) downward or next to lower cylinder base nuts, a definite and specific sequence of
spring seats. tightening all crankcase and cylinder base nuts must be
followed. Be certain that crankcase halves have been
5-77 Compress the valve springs with the valve spring brought together, and fastenings secured as directed in
compressor (ST-419) and assemble the valve retaining Section 7 before installing cylinders. The cylinder base
keys (27). If the valve is not seated properly the valve may hold-down nuts are installed as described in the following
be seated by using a wooden hammer handle against the paragraphs.
tip of valve stem and hitting hammer with palm of hand.
No other means should be used. 5-83. When all cylinders have been initially installed on
the crankcase as described in paragraph 5-81, begin
NOTE tightening all cylinder base nuts as described below, using
the proper cylinder base nut wrenches and handle in con-
Sodium-cooled exhaust valves are assembled with special junction with a suitable torque indicator. Torque wren-
keys and caps. Do not install caps until just before valve ches should employ the flexible beam design hydraulic
rockers are installed. principle or a dial indicator with rack and pinion.
WARNING NOTE
Do not under any circumstances assemble chrome plated Before installing cylinder hold-down nuts, lubricate
piston rings in a chrome plated cylinder barrel. If in doubt crankcase through stud threads with any one of the
as to the proper combination of rings to be used, refer to following lubricants, or combination of lubricants.
the latest edition of Service Instruction No. 1037 or con- 1. 90% SAE 50W engine oil and 10% STP.
tact the Service Department, Lycoming Division. 2. SAE 30 oil.
3. Fel-Pro Food Grade AA Anti-Seize Lube.
5-78. Installation of Pistons and Cylinders. See that all
preservative oil accumulation on cylinders and piston a. Tighten 1/2 inch hold down nuts to 300 inch pounds
assemblies is washed off with solvent and thoroughly (25 foot pounds) torque.
dried with compressed air. Immediately prior to assembly
of piston and cylinder to the engine, space the ring gap b. Using the same sequence, tighten the 1/2 inch nuts to
and apply a generous coating of oil mixture as described 600 inch pounds (50 foot pounds).
5-11
Cylinder,Piston
and ValveTrain
c. Tighten the 3/8 inch hold down nuts to 300 inch 5-90. Install two square washers (9), rocker arm (8) and
pounds (25 foot pounds) torque. Sequence is optional. rocker arm fulcrum (10) seat on stud. Install 5/16-24 self-
locking nut (11) and tighten to the proper torque, see
d. As a final check hold the wrench at the correct torque, Table of Limits figure reference (877).Check the dry tap-
on each nut for about five seconds. If the nut does not pet clearance by pressing the thumb on the push rod end
turn, it may be presumed to be tightened to correct tor- of the rocker arm. Record the clearance between the
que. rocker arm and the top of valve stem. Use valve clearance
gage ST-23. Valve clearance is .028-.080 inch. The adjust-
5-84. After all cylinder base nuts have been tightened, ment of the dry tappet clearance is obtained by increasing
remove any nicks in the cylinder fins by filing or burring. or decreasing the number of square washers (9) placed
under the rocker arm fulcrum. Increased number of
5-85. Install some type of vented plug in each spark plug washers will increase the clearance.
hole after assembly of cylinder to prevent entrance of
foreign matter and at the same time to permit the engine NOTE
to be turned easily by hand.
When adjusting the dry tappet clearance it is best to use a
5-86. Install hydraulic lifter (1) in crankcase. (Figure 5-1). plain 5/16-24 nut. Then after the proper clearance is obtain-
ed install the 5/16-24 self-locking nut.
5-87. Assemble new shroud tube seal (3) on both ends of
shroud tubes. (Figure 5-1.)
5-91. At completion of valve clearance check on each
5-88. Parallel Cylinder. (Figure 5-1.) Install each shroud cylinder, recheck clearance on all cylinders and make
tube through its hole in the rocker box and press to firmly necessary corrections. Coat all mechanism parts within
seat the seals in their respective position in the cylinder rocker boxes as described in paragraph 3-37 and 3-39.
head and crankcase. Install shroud tube spring (5), Assemble rocker box cover gaskets and covers on each
lockplate (6), and 1/4-20plain nut (7) over stud provided in rocker box and tighten to specified torque.
the rocker box. Tighten nut to proper torque and secure
by bending the lockplate up around the nut. 5-92. Intercylinder Baffles. All intercylinder baffles must
be attached with an "S" type retaining hook and a slotted
5-89. Dip the push rod in the oil mixture as described in retainer. Hook the baffle retaining hook through the hole
paragraph 3-39 and insert the full length into the shroud in the baffle. Place the baffle in position beneath and bet-
tube. Press tightly against the outer end of push rod to ween the cylinders, running the hook up between the
check spring tension and free travel of the dry hydraulic cylinder barrels. Place a baffle retainer in place between
lifter assembly. the cylinders and using a baffle installation tool (64885),
bring the retainer hook through the slot in the retainer.
NOTE During the operation the retainer is forced down until the
hook comes above the surface of the retainer far enough to
Before installing the exhaust rocker arm be certain that be hooked over the bridge between the slots in the re-
the exhaust valve rotator cap is on the valve stem. tainer.
5-12
OilSumpand
Fuel Induuction
FuelInduction
SECTION 6
OIL SUMP AND FUEL INDUCTION
6-1. No attempt will be made to describe the overhaul of 6-6. Oil Sump. Clean the sump according to the general in-
the carburetors used on the engine models covered in the structions contained in Section 3. Clean the oil passages
overhaul manual. Overhaul information for the car- with solvent and a suitable brush and blow out with com-
buretors can be obtained from Marvel-Schebler Products pressed air. Do not clean the oil suction screens until they
Division publication no. MS609/631. have been inspected for metal particles.
DISASSEMBLY
6-7. Carburetors. Clean the carburetors in accordance with
6-2. Intake Pipes. Loosen and remove the capscrews that the manufacturer's instructions.
attach the intake pipe flange to the cylinder head intake
port. Loosen the hose clamps and slide the pipe off the INSPECTION
sump connector. Mark the intake pipes as they are remov-
ed from the engine so that they may be reassembled in the
same location. 6-8. Inspect the sump according to the general instruc-
tions contained in Section 3.
6-3. Carburetor. Remove the carburetor from the moun-
ting pad of the sump. 6-9. Oil Suction Screen. Before cleaning the screen, inspect
for evidence of metal particles, which could serve as an aid
6-4. Oil Suction Screen. See figure 6-1 or 6-2. Unscrew the to locate deterioration in some section of the engine. In-
hex head plug and remove gasket and suction screen. spect the screen for distortion or openings of the mesh.
6-5. Oil Sump. Remove the fastenings from the periphery 6-10. Carburetors. Inspection of carburetors must deter-
of the sump and remove the sump. mine parts serviceability and repair and replacement re-
quirements. Check applicable manufacturer's publica-
CLEANING tions for limits to be used when conducting inspection.
1. Intake Pipe 10. Gasket

2. Sump Gasket 11. Carburetor
3. Intake Pipe Gasket 12. Cap
4. Flange 13. Screen
5. Washer 14. Gasket
6. Lockwasher 15. Clamp
7. Bolt 16. Clamp
8. Sump 17. Hose
9. Bolt
Figure 6-1. Oil Sump and Related Parts
6-1
Oil Sumpand
Fuel Induction
REPAIR AND REPLACEMENT ing to the proper torque as stated in the Table of Limits.
6-11. Carburetor. All repair and replacement procedures 6-13. Intake Pipes. See figure 6-1 or 6-2. Slide an intake
must be carried out in conjunction with the pipe flange (4) over each intake pipe (1). Assemble hose
manufacturer's publication. Consult Marvel-Schebler Pro- (17) and two clamps (15 and 16) over end of intake pipe
ducts Division publication no. MS609/631. and install on sump. Place a new gasket (3) over the intake
port and secure the flange to the cylinder. Tighten hose
REASSEMBLY clamps on hose.
6-12. When the engine assembly has progressed to the

point where the crankcase has been assembled, the sump 6-14. Install oil suction screen (13), cap (12) and gasket
may be installed on the engine. Using a new gasket assem- (14).
ble the oil sump to the crankcase. Consult.the applicable
parts catalog for the correct fastening. Tighten all fasten 6-15. Install gasket (10) and carburetor (11).
1. Intake Pipe 11. Carburetor

2. Sump Gasket 12. Plug
3. Intake Pipe Gasket 13. Screen
4. Intake Pipe Flange 14. Gasket
5. Plain Washer 15. Large Clamp
6. Lockwasher 16. Hose
7. Bolt 17. Small Clamp
8. Sump 18. Plain Washer
9. Plug 19. Nut
10. Gasket 20. Locknut
Figure 6-2. Oil Sump and Related Parts

0-360
6-2
Crankcase,Crankshaft
SECTION 7 andReciprocating
Parts
CRANKCASE, CRANKSHAFT AND

RECIPROCATING PARTS
7-1. At this time it is assumed that the magneto, cylinders figure 7-3) from the crankshaft propeller flange by tapp-
and sump have been removed from the engine. ing lightly on the rear of the assembly. The alternator
drive belt will be removed with this unit.
DISASSEMBLY
7-8. Remove the external retaining ring (12), seal retainer
7-2. Remove the oil pump and vacuum pump body (11) and "o" ring seal (10) from the tachometer drive
assembly by removing the four plain nuts, lockwashers adapter (figure 7-3). The tachometer drive adapter can not
and plain washers. Discard the "o" rings seal and oil seal be removed until the crankcase is separated.
in pump body. Remove the driven impeller from the
crankcase and the driving impeller from the pump shaft. 7-9. On engines equipped with a governor drive, remove
The oil pump shaft cannot be removed until the crankcase the governor drive cover (25), "o" ring (26), and governor
is parted. See figure 7-1. drive thrust washer (27), (Figure 7-3) from the nose of the
crankcase.
7-3. Remove the oil pressure screen housing and the oil
cooler adapter or the oil filter adapter assembly (where ap- 7-10. The crankcase may be separated by first resting on
plicable) from crankcase. Remove the oil cooler adapter the bottom of crankcase and gently tapping with a soft
from the oil filter adapter. Remove the oil filter and hammer the thru-studs on the loose ends until the
adapter plate. Also remove thermostatic oil by-pass valve. crankcase begins to separate. Place the crankcase on the
Discard all gaskets. left side and continue to remove the right half of
crankcase. Reach down through the cylinder pads and
7-4. Remove the oil relief valve plug, gasket, spring and push the crankshaft bearing insert down on the
ball from the crankcase. crankshaft, so they will not fall when crankcase half is
removed. Separate the crankcase by hand and remove the
7-5. Remove the oil filler tube. bearing inserts and crankshaft assembly.
7-6. Remove the nuts and bolts from the parting surface of 7-11. Remove the camshaft, tachometer drive adapter and
the crankcase, which hold the crankcase halves together. the crankcase breather baffle. Engines equipped with a
Remove the crankcase from the overhauls stand and place propeller governor it is necessary to remove the governor
on the work bench. drive gear at the time the camshaft is removed. Also
remove the governor drive shaftgear from the right half of
7-7. Remove the starter ring gear support assembly (16, the crankcase.
10
9
1. Nut
2. Lockplate
3. Gear
4. Driven Impeller
5. Key
6. Oil Pump Shaft
7. "O" Ring Seal
8. Oil Pump Body
2- 9. Seal
10. Gasket
12 11. Cover
12. Driving Impeller
Figure 7-1. Oil Pump Assembly
7-1
Crankcase,
Crankshaft
and Reciprocating
Parts
1. Gasket
2. Oil Level Gage
3. Filler Tube
4. "O" Ring Seal
5. Bearing Inserts
6. Oil Relief Valve Plug
7. Gasket
8. Spring
9. Ball
10. Crankshaft Seal
-5
Figure 7-2. Crankcase Assembly
7-13. Camshaft. Remove the camshaft gear and the bearing inserts, bolts and nuts. Reassemble each cap with
tachometer shaft. its corresponding rod. Rods and caps are not inter-
changeable.
7-14. Remove the oil and vacuum pump drive shaft by
removing the nut and lockplate. Use service tool ST-416 7-16. Remove the crankshaft oil seal and the expansion
to turn pump shaft while holding nut with open end plug from the crankshaft. Do not remove the propeller
wrench. Remove oil pump drive gear. Remove drive shaft flange bushings from the flange of the crankshaft unless
from crankcase. they are damaged and/or loose.
7-15.Crankshaft. With the crankshaft properly supported NOTE
at front and rear main bearings, remove the nuts securing
the rod caps to the connecting rod. Remove the rods by Engines that are equipped with a propeller governor drive
tapping on the rod bolts with a soft hammer. Discard the do not employ an expansion plug in the crankshaft.
7-2
Crankcase,
Crankshaft
andReciprocating
Parts
30
12
8
31 7
13
22
18 25
1. Camshaft 11. Seal Retainer 22. Counterweight

2. Dowel 12. Retainer Ring 23. Crankshaft Gear
3. Camshaft Gear 13. Pin 24. Lockplate
4. Lockplates 14. Crankshaft 25. Bolt
5. Bolts 15. Expansion Plug 26. Cover Plate
6. Tachometer Shaft 16. Starter Plug Gear Support 27. "O" Ring Seat
7. Breather Baffle 17. Plug 28. Thrust Washer
8. Tachometer Adapter 18. Retaining Ring 29. Gov. Drive Gear
9. Seal 19. Washer 30. Gov. Drive Shaft Gear
10. "O" Seal Ring 20. Roller 31. Key
21. Counterweight Bushing
Figure 7-3. Camshaft, Gov. Drive and Crankshaft Assembly
7-3
Crankcase.Crankshaft
and ReciprocatingParts
CLEANING
7-19. AU crankcase. crankshaft and reciprocating parts
are cleaned in accordance with the general instructions
outlined in Section 3. When cleaning the crankshaft. clean
the inside of all crankpin and main bearing journals and
all oil passages with suitable brushes. after which flush
thoroughly with clean solvent and compressed air.
INSPECTION
7-20. Inspect all crankcase, crankshaft and reciprocating
parts in accordance with the general instructions contain-
ed in Section 3. Specific instructions follow.
7-21. Bearings (Precision Type). AU precision type bearing
inserts used for main crankshaft bearings and connecting
rod bearings should be replaced with new bearing inserts
at overhaul.
7-22, Crankcase (Visual Inspection). Check carefully for
burrs, nicks and cracks around the bearing support webs.
Check bearing bores and inspect tang slots for any
roughness that might case improper seating of bearing
inserts. Check all drilled holes.
7-23. Fretting on the contacting surfaces of the hearing

Figure 7-4. Crankcase Interior Showing Moderate saddle supports in the crankcase occurs on some engines.
Fretting at Stud Locations on Saddle Supports This condition is caused by slight motion between the con-
tacting surfaces and results in erosion of the metal sur-
7.17. Counterweights. See figure ‘i-3. Counterweights are face. The affected areas have tiny pit holes and a frosted
disassembled from the crankshaft merely by removing appearance. as contrasted to adjacent shiny unaffected
the retaining rings (18), after which the washers (19), surfaces. See figure 7-4. This condition can be misleading
rollers (20) and counterweights (22) may be removed from because of its trivial appearance: nevertheless it can be
the crankshaft ear. the cause of severe engine damage.
7-24. Fretting, by inself in this area. does not appreciably
NOTE damage the structure of the metal. but the metal removed
by the fretting action does change the size of the bearing
All counterweights and their related parts must be saddles sufficiently to cause loose thru-studs and under-
reassembled in the same location that they occupied on size main bearing bares. If not detected during overhaul.
the crankshaft before disassembly. For example: The re- excessively tight crankshaft bearing fits will result with
taining washers used with the counterweights are selec- eventual engine failure.
tively fitted to the washer seats in the counterweights at
the time of manufacture. It is advisable therefore. to mark 7-25. Crankcase (Dimensional Inspection). The following
all counterweight parts during disassembly to insure paragraphs on crankshaft and camshaft dimensions will
positive identification. These marks must be imperma- also describe dimensional requirements of the crankcase.
nent. No scoring, scratching, etching, or other permananent
marking of any kind is permissible on the counterweight 7-26. Crankshaft (Visual Inspection). Carefully inspect all
parts. surfaces of the shaft for cracks. checking the baring sur-
faces with particular care for scoring, galling, corrosion,
7-18. To remove the crankshaft gear (23) flatten out the pitting or other damage.
lockplate (24) and remove the hex head screw or screws 7-27. Crankshaft (Dimensional Inspection/. Place the
(figure 7-3). Tap the crankshaft gear gently with a fibre crankshaft in Vee blocks supported at the locations called
drift to remove gear from crankshaft. Do not remove the out in Table of Limits (reference 556) and using a surface
dowel from rear of crankshaft ““less it has been obviously plate and dial indicator measure the run-out at center
damaged. main bearings. If this total indicator reading exceeds the
dimensions given in reference 556 the shaft must not be
NOTE reused. The crankshaft flange run-out may be checked at
this time and if the total indicator reading exceeds the
On some of the earilier model of the 76 series engine, it was run-out given in Table of Limits (reference 607) the shaft
not recommended to remove the crankshaft gear. These must be rejected.
can be identified by the presentence of 1 or2 dowels at the
mating surface between the crankshaft and gear. Some CAUTION
models are equipped with the gear fasten to the
crankshaft by means of one bolt, lockplate and a locating Any attempt to straighten a bent crankshaft will result in
dowel Other gears are secured by means of two bolts, rupture of the nitrided surface of the bearing journals, a
lockplate and a locating dowel. When bolts are present the condition that will cause eventual failure of the
gear can be removed crankshaft.
7-4
and Reciprocating Parts
7-28. Using new inserts at all main bearing locations, end of bushing with connecting rod bushing plug gage
assemble crankcase halves together, temporarily torque (P/N 64537). If the gage enters the bushing, bushing must
all thru-bolts to 300 inch pounds and measure the ID of be replaced.
the bearings. Measure the OD of the crankshaft main
bearing journals and compare the resulting clearances 7-32. Connecting Rod Parallelism Check. See figure 7-5.
with the Table of Limits (reference 501). Assemble the Using connecting rod parallelism and squareness gage
connecting rods temporarily (using new bearing inserts) (P/N 64530), insert tapered sleeves (1 and 2) in bearing
and check the crankpin journal clearances in the same holes in connecting rod. Be sure that bearing cap is
manner, see Table of Limits (reference 502). If clearances assembled properly and securely tightened. Place arbors
do not fall within prescribed limits, the shaft must be (3 and 4) through sleeves (1 and 2 respectively) and place
brought undersize. See Repair and Replacement section gage arm to exact distance between arbors and lock the
for instructions for regrinding. adjusting screw with nut (7). Then remove gage arm, place
it on other end of arbor (3), and check distance between ar-
7-29. Camshaft (Visual Inspection). Carefully inspect all bors. For exact parallelism or alignment, the distances
surfaces of the camshaft for cracks, scoring, galling, cor- checked on both sides will be the same. See reference 566,
rosion, pitting or other damage; be particularly careful Table of Limits.
when inspecting bearing surfaces. If a hydraulic lifter has
been rejected for spalling, inspect the corresponding cam 7-33. Connecting Rod Squareness Check. See figure 7-6.
lobe. Any indication of distress, surface irregularity or Using the same gage that was used in the parallelism
feathering at the edge of the cam lobe is cause for rejec- check described above, place parallel blocks (1) on surface
tion of the camshaft. plate and, with sleeves and arbors still in place in connec-
ting rod, place ends of arbor on parallel blocks. Check
7-30. Camshaft (Dimensional Inspection). Support the clearance at points (2) where arbors rest on parallel blocks,
camshaft in Vee blocks at its front and rear bearing jour- using a feeler gage. For exact squareness or zero twist, no
nals and check the run-out at the center bearing location. clearance will exist at the designated points. See reference
See Table of Limits (reference 539). Slight bending opera- 567, Table of Limits.
tions are permissible on the camshaft providing careful
magnetic inspection follows such procedures. Measure the 7-34. Counterweight Bushing. Wear in the counterweight
diameter of the camshaft bearing journals and check them bushing is usually evident as out-of-round on the inside
against the bearings formed by the crankcase. Reference diameter. Check each bushing with the bore gage P/N
537, Table of Limits. ST-73. The diameter should be between .7485 and .7505
inch. Out-of-round should not exceed .0005 inch. The
7-31. Connecting Rods (Dimensional Inspection). Discard ST-73 gage is specially made so that it can be set with a
all connecting rod bolts and nuts; new bolts and nuts are micrometer. If the diameter of any bushing is oversize, or
to be used on assembly. Check condition of bore in large excessively out-of-round all the bushing in the
end for seating of the bearing inserts. Check bore in small counterweight must be replaced.
7-35. Crankshaft Counterweight Bushing. Wear or

damage to the crankshaft counterweight bushing (21),
figure 7-3 located in the crankshaft counterweight lobes is
almost impossible to detect by normal inspection pro-
cedures. Because of this situation and as damage to the
counterweight bushing could cause failure to the
counterweight and/or the crankshaft, it is mandatory that
these bushings be replaced at overhaul. The procedure for
the removal and replacement of the crankshaft
counterweight bushing is contained in paragraph 7-43.
REPAIR AND REPLACEMENT
7-36. Repair all crankcase, crankshaft and reciprocating

parts in accordance with the general instructions contain-
ed in Section 3. Specific instructions follow.
7-37 Crankshaft (Bearing Surfaces). During overhaul of

the crankshaft, the operator must determine if it has stan-
dard or undersize bearing journals, then proceed with its
overhaul accordingly. Undersize crankshafts are iden-
tified by a code symbol stamped on the front of the flange
as a suffix to the part number. In addition to the code
1. Tapered Sleeve (Crankpin End) 5.Gage Arm symbols the letters RN are stamped as a suffix to the
2. Tapered Sleeve (Piston Pin End) 6. Adjusting Screw serial number indicating the shaft has been renitrided.
3. Arbor (Crankpin Sleeve) 7. Wing Nut The code symbols are, M03MP (main and crankpin jour-
4. Arbor (Piston Pin Sleeve) nals 0.003 inch undersize), M03M (main bearing journals
0.003 inch undersize), M03P (crankpin bearing journals
Figure 7-5. Checking Parallelism of 0.003 inch undersize). If the maximum service limits are
Connecting Rods exceeded (reference 501 or 502, Table of Limits) standard
7-5
Section7 LYCOMING 76 SERIES AIRCRAFT ENGINES
Crankcase.Crankshaft OVERHAUL MANUAL
shafts may be polished to 0.003 inch undersize and fitted main bearing surfaces must be ground to some undersize.
with 0.003 inch undersize bearing inserts. Renitrided Main bearing surfaces ma be ground without affecting A
0.003 inch undersize shafts may be polished to 0.006 inch crankpin surfaces and similarly crankpin bearing surfaces
may be ground without affecting the main bearing SUP- ._
undersize and fitted with 0.006 inch undersize bearing in-
serts. Do not allow lathe speed to exceed 150 RPM at any faces. After any grinding operation the crankshaft must
be renitrided It is recommended that the shaft be return-
time during polishing operation. ed to Lycoming for renitriding.
NOTE 7-39. Crankshaft - Straightening Flange. Maximum per-
missible flange run-out is 0.018 inch TIR. If the flange
Note that if one surface is polished to .003 or .006 under run-out exceeds 0.016 inch the crankshaft must be re-
size all corresponding surfaces must be polished to same jected. If the flange run-out is less than 0.016 inch the
size. Polishing to undersize is preferred to grinding flange may be straightened as described in the following
because shafts that are polished do not require renitriding paragraphs.
whereas any grinding operation requires that the shaft be
renitrided This is necessary because of the nonuniformity straightening operations, the
of grinding tools. The possibility exists wherein the grin- removed. When the surface
ding wheel will cut through the nitrided surfaces on one or been reduced as much as
more of the journal radii causing area of stress concentra- possible, the front face of the flange must be trued up by
grinding. However. if the minimum width of the flange
tion that can develop into fatigue cracks and ultimately after grinding (Dimension “A”. figure 7-7 is less than the
result in a broken crankshaft. dimensions as called out in Table ‘7-1,the shaft must be re-
jected.
7-33. If it is necessary to make a standard shaft journal
surface more than 0.003 inch undersize or a renitrided TABLE 7-l
0.003 inch undersize more than 0.006 inch undersize, the
crankshaft must be ground to undersize and renitrided. ENGINE MODEL MIN. WIDTH OF FLANGE
Standard shafts may be ground to 0.006 inch or 0.010 inch
undersize, renitrided 0.003 inch undersize shafts must be
ground to 0.010 inch undersize. Shafts must be fitted with 0-320-H .260 inch
the corresponding undersize bearing inserts. Grinding the
0-360-E .370 inch
crankshaft is a delicate operation requiring adequate grin-
ding facilities and a great deal of skill. A properly dressed CAUTION
wheel (Carborundum (GA54-J5-V1O or equivalent) must
be used with generous amounts of coolant. The wheel Extreme care must be exercised during an straightening
must be fed to the journal or pin very slowly and the final operation to avoid damage to the nitride surfaces of the
ground finish maintained during the complete operation. crankshaft. The nitrided surfaces extend from the front
This procedure must he followed to eliminate possibility face of t he slinger to the crankshaft gear mounting sur-
of grinding cracks. After grinding, the crankshaft must be face. These nitrided surfaces are glasshard and will crack
carefully inspected by the magnetic particle method. If if shaft is bent, dropped or handedl carelessly.
any cracks or checks are found. the shaft must be re-
jected.
Section 3.
PILOT DIAMETER
(MUST RUNTRUE WITH FRONT
ANDREAR MAIN BEARINGS
WITHIN .003)
CHECK
FLANGERUN-OUTHERE AT
PERIPHERY OF CHAMFER
1. Parallel Blocks 2. Check Points
Figure 7-6. Checking Squareness of

Connecting Rods
ENTIRE SURFACE AREA OF CRANKSHAFT

NOTE IS NITRIDEDEXCEPT PLATEDAREA SHOWN
AN0 CRANKSHAFTGEAR MOUNTINGSURFACE
If one crankpin bearing surface is ground undersize all
crankpin bearing surfaces must be ground to same under Figure 7-7. Limits for Straightening Bent
size. If one main bearing surface is ground undersize all Propeller Flange
7-6
and Reciprocating
Parts
6. Polish the oil seal area of the shaft with crocus cloth
-REMOVEPROPELLERFLANGEBUSHINGBEFORE while the shaft is rotated counter-clockwise when
GRINDING.
MASKHOLESBEFOREPLATING.REPLACE
\WITH NEWBUSHINGAFTERPLATING. viewed from the flange (front) end of shaft. Do not move
the cloth while polishing because the area must be free
of spiral marks.
7. Clean the shaft to remove all traces of grinding dust
and mask the bushing holes in the flange.
8. Cadmium plate (in accordance with AMS2400) the
flange and oil seal area of the crankshaft as indicated in
figure 7-8. Do not plate beyond the 0.13 inch radius.
9. After plating, bake the crankshaft at 275°F. + 10°F.
for 5 hours to eliminate possibility of surface embrit-
tlement.
10. See the applicable Lycoming Parts Catalog for
the particular engine model for correct propeller flange
bushings and install new plated service bushings in the
flange. Chill the bushings by refrigeration and install
with Lycoming Service Tool No. ST-115.
Figure 7-8. Reconditioning Crankshaft Oil
Seal Surface 11. Support crankshaft in vee-blocks at the end journals
and measure run-out at refinished area. Total indicated
7-40. After inspection, install the flange bushings
gs and run-out must not exceed 0.002 inch.
then cadminum plate the ground surfaces of of the
crankshaft flange. The plating, which should be 0.0005 12. Examine crankshaft by magnetic particle method.
inch maximum thickness, should be permitted to extend
along the crankshaft proper only in the area shown
own in 7-43. Crankshaft Counterweight Bushing Replacement
figure 7-7. (Where Applicable). Wear or damage to the crankshaft
7-41. Reconditioning Worn Crankshaft Oil Seal Sur face. If counterweight bushing located in the counterweight lobes
inspection personnel have found that the crankshaft haft oil is almost impossible to detect by normal inspection pro-
seal surface on the shaft itself is damaged to the extent cedures. Because of the possible damage to the
that the oil seal might leak, the following procedures are counterweight and/or the crankshaft from wear or
submitted to recondition this area of the cranksha ft. damage counterweight bushing, it is mandatory that the
bushing be replaced at overhaul. The procedure for
1. Remove propeller flange bushings from crankshaft
nkshaft removal and replacement of the crankshaft counterweight
flange and note the locations of long and short buushings bushings is as follows:
replacement. Do not scribe on shaft. Use
Lycoming Special Tool ST-115 to remove flange
bushings.
2. Strip cadmium plate from propeller flange and the
area of the oil seal by immersing the shaft in a solution COUNTERWEIGHT COUNTERWEIGHT
EAR
of ammonium nitrate (one pound of ammonium nitrate ROLLERBUSHING ON CRANKSHAFT
for each gallon of water).
3. Set up crankshaft in an external grinder and center
carefully.
4. Use a No. 54 grit wheel and grind the area between
the propeller flange and the oil seal face to remove nicks
and scratches. Depth of grind must not exceed 0.005
inch (0.010 inch u/s diameter).
NOTE
The grinding wheel, on the corner toward the propeller 4 3 2 1
flange must be dressed to 0.05 inch radius while the op-
posite side, toward oil slinger, must be dressed 0.13 inch
radius. Both radii must blend perfectly. Do not permit the
side of the wheel to touch the propeller flange or face of oil
slinger. See figure 7-8. COUNTERWEIGHT
BUSHING
PULLER
5. A No. 54 or 60 grinding wheel will produce a finish of
approximately 8 to 10 microns. The surface roughness
of the oil seal area should not exceed 10 microns before Figure 7-9. Removal of Crankshaft Counterweight
polishing with crocus cloth. Bushing
7-7
Crankcase, Crankshaft
1. (See figure 7-9). Thread the bolt of the counte rweight 7-44. Counterweight Bushing Replacement. Consult the
bushing puller P/N 64872 through the puller pla te (2) so latest edition of Service Instruction No. 1143 for detail in-
that the recess of the plate will be next to the cra nkshaft formation relative to rebushing counterweights an subse-
lobe when bolt is inserted through the cra nkshaft quent inspection.
counterweight bushing. Install the small puller 1bushing
(3) over end of bolt and install nut (4) on bolt. As the nut 7-45. Connecting Rod Bushings. If the bushing in the
is tightened on the bolt, the counterweight bushhing will small end of the connecting rod is worn beyond service
be pushed out of its recess in the cra nkshaft limits, it can be removed and replaced by accomplishing
counterweight mounting lobe and into the recess ss of the the following procedure;
puller plate.
1. Clamp the connecting rod on the connecting rod
2. Measure the inside diameter of the hole in the replacement block (P/N 64597) in such a manner that
crankshaft lobe that the bushing was removed from. If the small bushing in the rod is in alignment with the
the hole in the lobe measures .9369 to .9377 inch no hole stamped "Remove Bushing". Use the connecting
reaming of the hole is necessary and a standard
ard size rod bushing removal drift (P/N 64535) and drive the
bushing can be installed. If the hole measureses more bushing out of the rod. Move the connecting rod to the
than .9377 inch, the next oversize bushing mustst be in- "Install and Burnish" position and clamp it securely in
stalled and the hole must be reamed accordingly.
gly. See place. Using the replacement drift (P/N 64536) drive a
Table 7-2 for the proper reamer. new bushing in place in the rod. Be sure the split in the
bushing is located so that it is toward the piston end of
TABLE 7-2 rod and 45 off the centerline.
Hole Size Reamer No.
No. 2. Use a suitable arbor press and the connecting rod
bushing burnisher (P/N 64580) to burnish bushing in
.9369/.9377 None place. Pass the burnisher completely through the
.9420/.9425 64874 bushing. Remove the rod from the holding block and
.9445/.9450 ST-210 finish bore the bushing to diameter shown in Table of
.9470/.9475 64875 Limits, reference 510. Check the bushing ID with finish
.9495/.9500 ST-211 ID gage (P/N 64767). Check alignment of the hole in the
.9520/.9525 64876 bushing with connecting rod parallelism and squareness
gage (P/N 64530) as described in paragraphs 7-29 and
3. Determine the oversize reamer needed and asssemble 7-30. If the assembly does not meet the requirements
the reaming fixture (ST-280) over the crankshhaft ear. shown in references 566 and 567, Table of Limits, the
Select the two opening in the fixture to line up with
with the entire assembly must be replaced.
bushing holes and install the plugs provided to line up
the holes in the fixture with the holes in the cra nkshaft 746. Starter Ring Gear. The latest edition of Service In-
ears. Secure the fixture by tightening the set screw. struction No. 1141 contains all information necessary to
Assemble the reamer in a suitable handle and prooceed to accomplish the replacement of the starter ring gear.
hand ream the hole in the crankshaft ear to the proper
size. 7-47 Crankcase - Fretting. Consult the latest edition of
Service Instruction No. 1112 for information relative to
4. Assemble the puller (P/N 64872) to the cranks
ept that inspection and repair of crankcases damaged by fretting.
in the same manner as described in Step 1, exce
the large puller bushing is used instead of thhe small 7-48. Crankcase - Fretting. The latest edition of Service In-
puller bushing. Place the correct size counte rweight struction No. 1123 contains all requirements necessary to
bushing on the puller bolt between the crankshaft haft ear modifty the crankcase to prevent fretting.
and large puller bushing. As the puller nut is tigghtened,
the bushing will be forced into place in the cra nkshaft REASSEMBLY
ear.
NOTE
7-49. Expansion Plug. (Figure 7-3). On engines equipped
The inside diameter of the crankshaft counterweight for fixed pitch propeller use the expansion plug (15) in-
bushing is finished at time of manufacture and no further stallation drift (P/N 64681) to install a new expansion plug
machining of the bushing is necessary. Care must be exer- in place in the front of the crankshaft with the convex side
cised when installing the bushing so that the finished in- toward the front. Be sure the plug fits firmly against the
side diameter is not damaged. Under no circumstances shoulder provided for it on the inside diameter of the
should the bushing be removed or installed by the use of a crankshaft.
hammer and drift.
7-50. Plug. On engines equipped for a controllable pitch
5. After the crankshaft counterweight bushing is in- propeller, a plug is installed at the rear of the bore in the
stalled, check its alignment with the main bearing by front of the crankshaft. If this plug has been removed dur-
placing the crankshaft in vee blocks on a surface plate. ing overhaul, install a new plug by sliding it sideways
Install the wedge blocks P/N ST-212 in the bushing and past the crankshaft propeller oil tube (see figure 7-3).
compare parallelism of the wedge blocks with the main When the plug is properly positioned in the rear of the
bearing journals. Bushing must be parallel with in .002 bore (flange forward) insert the oil plug drift (P/N 64770
inch. Support the crankshaft in vee blocks at the jour- for 1-3/4 inch plug) and seat the plug with several sharp
nals adjacent to the bushing location. hammer blows on the drift.
7-8
OVERHAUL MANUAL LYCOI MING 76 SERIES AIRCRAFT ENGINES Section7
and Reciprocating
Parts
7-51. Propeller Flange Bushings. If the propeller flange
bushings have been removed from the crankshaft, new
bushings must be installed. Use the crankshaft flange
bushing replacement tool (ST-115) to install new
bushings. Consult the applicable Parts Catalog for proper
location of the bushings.
WASHER "A"DIM.MINIMUM
DISTANCE
FROM
BOTTOM OF GROOVE
TOOPPOSITE
EDGEOFCIRCLIP. "B" DIM.MINIMUM
GAP
ASSEMBLE CIRCIIP
WITH SHARP EDGE OF
CIRCLIP TOWARDS
OUTSIDE
Figure 7-10. Assembly of Washer and Retaining Ring in

Counterweight
7-52. Counterweight Assembly. (Figure 7-3). When
assembling the counterweights which have previously Figure 7-11. Location of Gap When Installing Retaining
been installed on the engine, use the identifying marks Rings
made on the various parts during the disassembly. To
enable matching each washer to the proper seat on the NOTE
counterweight from which it was removed. Install washer
(19) with chamfered side toward the roller and retainer Do not take measurements of connecting rod bearing
ring (18) with the sharp edges toward the outside on one across the parting of the rod and cap. Take all
side of the counterweight. (See figure 7-11). Place the measurements at 60° from the parting of connecting rod
counterweight on the proper crankshaft lobe, insert the and cap.
proper roller and secure the assembly by installing the 7-54. Place the crankshaft on a suitable support on the
washer (19) and retaining ring (18) as stated above. After bench so that all crankpins are free for installation of con-
the installation of the retaining ring the gap must be in necting rods. Disassemble connecting rods after checking
the position as shown in figure 7-11. Insert one end of the bearing ID, thoroughly coat both inserts and the crankpin
counterweight retaining ring gap gage P/N 64892-2, bet- journals with preservative oil and assemble rods on their
ween the ends of the ring, making sure the gage is resting respective crankpins. The order of assembly should be
in the bottom of the groove. The gage must pass betwen such that the numbers stamped on the caps and rods will
the ends of the retaining ring and must clear the inside be down (toward the sump).
edge at the top of the retaining ring. If the gage does not
enter the gap of the retaining ring and clear the top of the NOTE
ring, the ring is not completely seated in the groove pro- Connecting rods are marked at manufacture with the part
perly. Make sure that all rings are seated in the proper number followed by a letter (A through E) designating
position. Consult the latest edition of Service Instruction weight groups. It is recommended that replacement sets
No. 1012 for the correct location of each counterweight on of rods be of the same weight classification. Individual
the crankshaft. rods may be replaced by a service rod bearing the letter
"S".
7-53. Connecting Rods. (Figure 5-2). Assemble two new
connecting rod bolts (4) in each connecting rod (5). Install 7-55. The connecting rod bolts are tightened to a specified
new bearing inserts (3) in the connecting rod and cap (2), torque of 480 inch pounds (40 foot pounds).
making sure the tang of each bearing insert enters the 7-56. Camshaft. See figure 7-3. Secure the tachometer
locating slot. Assemble each connecting rod and cap, shaft (6) to the end of the camshaft with pin (13). Assem-
tighten the nuts (1) moderately. Measure the inside ble the camshaft gear (3)over stepped dowel (2) and secure
diameter of each bearing and check for clearance against gear to camshaft with lockplate (4) and hex head screws
the measurements taken previously on the diameter of the (5). On engine employing the propeller governor, install
crankpin journals. woodruff key (31) and governor drive gear (27) figure 7-3.
7-9
Section 7 OVERHAUL MANUAL LYCOMING 76 SERIES AIRCRAFT ENGINES
7-57. Crankcase. Place both crankcase halves on a ssuitable 7-64. Prelubricate the main bearing inserts of the left half
support with the interior of each half facing upward.d. Place of the crankcase. Pick up the crankshaft assembly by the
new bearing inserts in the crankcase making certa ain that odd number connecting rods and lower into the left half of
the tang of each insert is fitted into the recess provvided in crankcase, being careful not to move the timing mark on
the crankcase. the camshaft gear. The timing mark on the crankshaft
gear and camshaft gear must be in a plane with the par-
ting surface of the crankcase as shown in figure 7-12.
NOTE
If the timing marks are not in the proper plane after the
crankshaft is in place, rotate the crankshaft until the tim-
ing mark is in the correct position. Raise the camshaft un-
til the camshaft gear is disengaged from the oil pump
drive gear and rotate the camshaft until timing mark is
the correct plan with the crankcase parting surface. See
figure 7-12.
7-65. See figure 7-13. If either the crankcase or crankshaft

has been replaced, the crankshaft end clearance must be
checked. When crankshaft is located in the left crankcase
half push the crankshaft forward as far as possible. Check
the clearance, at the rear of the front main bearing sur-
face, between the crankcase and crankshaft shoulder.
Figure 7-12. Showing Timing Marks Positio n (Point "A"). If clearance exists between crankcase and
on Camshaft Gear and Crankshaft Gear crankshaft thrust surface (Point A) regrind the front face
of the crankshaft slinger (Point "B") to remove the
clearance. Grind only that amount, from the face of the sl-
7-58. Place the left crankcase half on a suitable sup port on inger, necessary to remove clearance. Push the crankshaft
the bench with the cylinder pads down. This ssupport as far as possible to the rear of crankcase. Check the
should be so constructed as to give approximately six in- clearance between the thrust surface of crankshaft and
ches clearance between the crankcase and bench. crankcase.
7-59. Lay the right crankcase half on the bench with the 7-66. Prelubricate the main bearing inserts of the right
cylinder pads down. Install the governor drive shaft gear crankcase half.
where applicable.
7-60. A counterbored recess is provided for an oil seal ring 7-67. Apply a film of non-hardening gasket compound to
at each bolt and stud location. Install a new oil seal ring the outside mating surfaces of each crankcase half. The
(4, figure 7-2) at the base of each stud. compound must not be applied to any of the interior
mating surfaces such as the bearing support webs. Next
7-61. Oil and Vacuum Pump Drive. See figure 7-1. Install imbed a length of "oo" silk thread in the gasket com-
key (5) in keyway on the oil and vacuum pump shaft (6). pound along outside edge of left crankcase half. Run the
Install shaft in left half of crankcase. Place oil pump drive length of thread so that it is both sides of bolt hole
gear (3) on shaft and secure with lockplate (2) and nut (1). without touching each other. An alternate method of seal-
Use service tool ST-416 to tighten pump nut. Torque to 55 ing is discussed in Service Instruction No. 1125.
foot pounds. Secure nut with lockplate.
NOTE
7-62. Prelubricate the camshaft lobes and bearings with
Lubi-Bond or equivalent. Place the camshaft assembly in On engine with governor, hold the governor drive gear
the left half of crankcase. As the camshaft assembly is shaft is right half of crankcase with safety wire that can be
place in the crankcase, the breather baffle must be install- removed when crankcase to fasten together.
ed at the same time. The baffel is marked on one side
"toward rear of engine" and must be installed with the 7-68. Lower the right half of the crankcase so that the
flat edge toward the sump. The timing mark on the cam- studs align properly with the left half. If necessary, tap
shaft gear must be in a plane with the parting surface of the right half gently with a soft hammer to facilitate
the crankcase. The mark must be located between the assembly. However, no difficulty will be encountered if
camshaft and the crankshaft gear as shown in figure 7-12. the two halves are kept parallel while the right is being
lowered onto the left. After the cases are together, tap the
NOTE right half with a soft hammer to seat it securely all
around.
The timing mark on the camshaft gear and crankshaft
gear may be a etched straight line, circle or a dot. NOTE
7-63. Install new oil seal in tachometer drive adapter. When tapping crankcase with soft hammer as stated in
Slide adapter over tachometer shaft so the adapter will be paragraph 7-68 be careful that the camshaft gear is not
at the proper location on the dowel of crankcase. jared out of time.
7-10
Place "o" ring seal (7) in groove of pump body. Install oil
pump body over pump shaft and impellers. Secure with
plain washers, lockwashers, and attaching nuts. Tighten
the attaching nuts in a random pattern and increasing
steps until the final torque of 150 inch pounds is reached.
After each step rotate the crankshaft to insure that the
impellers are free and not binding. If any binding occurs,
loosen the attaching nuts to free the impellers and retor-
que using a different tightening sequence until crankshaft
can be rotated and oil pump is free.
NOTE
When installing oil and vacuum pump body be careful not
to damage the oil seal.
7-79. Oil Cooler Adapter and Oil Pressure Housing. See
figure 7-15. Assemble the oil cooler bypass plunger (3),
spring (4), gasket (5) and plug (6) in the oil cooler adapter
(2). Install adapter (2), oil cooler adapter gasket (1) along
with oil pressure screen housing (9), screen (8), and gasket
(7) on the crankcase assembly.
7-80.Oil Filter Adapter Assembly. See figure 7-16.Assem-
ble the oil filter adapter (4) with gasket (7) on crankcase.
Install temperature control valve (5) in adapter. Install
converter plate (3) and converter plate stud (2) to oil filter
adapter assembly. Torque converter plate stud to 50 - 60
Figure 7-13. Checking Crankshaft End Cleara nce foot pounds.
7-81. Assemble the crankshaft oil seal.
7-69. Install all crankcase fastenings. Consult the ap-
plicable Parts Catalog for correct attaching parts the ap- 1. Remove spring from the new seal.
2. Apply a thin film of Lubriko M-6 grease on sealing
7-70. In order to insure uniform loading on the main bear- surface of seal, on crankshaft sealing surface and on
ings, it is necessary to tighten the studs and bolt s in the edge of crankshaft propeller flange. Consult Service In-
following sequence. struction No. 1324 for information on crankshaft oil
seal.
7-71. Install torque hold down plate (ST-222or equivalent)
at cylinder pads. 3. Place seal over edge of propeller flange with open
portion of seal toward the flange.
7-72. Install nuts on free ends of 1/2 inch thru-studs
uds and
using the sequence specified in figure 7-14, tighten 4. Insert pin in crankshaft propeller bushing to hold
inch pounds (25 foot pounds). both sides of seal.
5. Use tool ST-383 over propeller flange and under seal.
7-73. Using the same sequence as specified in parragraph Rotate tool around propeller flange until seal is on
7-72, tighten the nuts on the thru-studs to 600 inchh punds crankshaft.
(50 foot pounds) torque. 3R D TIGHTENON T
1S TIGHTENON 2N D
TIGHTEN ON
7-74. Torque 3/8 inch nuts at front main bearing (4, figure
7-13) to 300 inch pounds (25 foot pounds).
7-75. Using the sequence specified (5 thru 10, figure 7-14),
tighten 1/4 inch nuts at crankcase parting face to 98 - 108
inch pounds (8 to 9 foot pounds).
7-76. Using any sequence tighten the remaining 1/4 inch
nut at crankcase parting face 96 to 108 inch pounds (8 to 9
foot pounds).
7-77.Tachometer Drive. See figure 7-3. Place "o" ring seal
(10) over the tachometer adapter (8). Install tachometer
drive seal retainer (11) and external retaining ring (12) on
the adapter.
4 TH TIGHTEN ON LEFT
7-78.Oil and Vacuum Pump. See figure 7-1. Install the oil 5T H
TIGHTEN CRANKCASE FASTENING5 THRU 10
pump driving impeller (12) on the previously installed oil SEQUENCEAS INDICATED
pump shaft (6). Place the driven impeller (4) in the
crankcase. Install new oil seal (9) in the oil pump body. Figure 7-14. Crankcase Tightening Sequence
(Four Cylinder)
7-11
Section 7 OVERHAUL MANUAL LYCOMING 76 SERIES AIRCRAFT ENGINES
6. Install spring over crankshaft and fasten so that 7-82. Generator or Alternator Drive Belt (Where Ap-
there is no twists and kinks. Force spring into the
the rear plicable) and Ring Gear Support Assembly. Place the
of the oil seal. drive belt in the pulley of the ring gear support and assem-
ble the ring gear support over the propeller flange
7. Clean all grease from the outside diameter of seal, bushings. Be sure the bushing hole in the ring gear sup-
propeller flange and the crankcase seal bore. port bearing the identification "O" is assembled over the
flange bushing also identified with "O" etched on
8. Apply a coat of adhesive Goodyear Pliobond No. 20 or crankshaft flange next to bushing. The starter ring gear
Dow Corning Silastic No. 140 to outside diameter of ofthe must be located correctly to assure proper alignment of
seal. Insert seal into crankcase with firm pressure until the timing marks on the ring gear.
it is sealed in the crankcase bore.
8
4 8
3
9
1. Gasket
2. Oil Cooler Adapter
3. Plunger
4. Spring
5. Gasket
6. Plug
7. Gasket
8. Screen
9. Screen Housing
10. Washer
11. Bolt
Figure 7-15. Oil Cooling Adapter and Oil Pressure Screen Assembly
7-12
and Reciprocating
Parts
1. Oil Filter
2. Converter Plate Stud
3. Converter Plate
4. Oil Filter Adapter
5. Temp. Control Valve
6. Breather Fitting
7. Adapter Gasket
8. Oil Cooler Fittings
Figure 7-16. Oil Filter Adapter Assembly
7-13
Test Procedure
SECTION 8
TEST PROCEDURE
8-1. At the completion of the engine after overhaul, it is 8-6. Any engine accessory drive which transmits oil
recommended that the engine be mounted upon a test pressure through oil passages in the engine and which is
stand for its initial or run-in operation. The run-in serves a not pressurized by normal operation on the test stand
two-fold purpose; first, to seat piston rings and burnish must be checked for leakage at normal oil pressure by
any new parts that may have been installed and second, to means of a special drive cover with oil transfer holes as re-
give the operator control over the first critical hours of quired. The oil passages involved shall be inspected for ex-
operation, during which time he can observe the function- ternal leaks at the completion of the test run.
ing of the engine by means of the test cell instruments.
Also, at this time any malfunction can be corrected and oil 8-7. It is desirable to have some method of maintaining
leaks repaired. the oil temperatures within the specified limits during the
run-in. See Table 8-1. Engine should be idled until the oil
8-2. The test stand should be installed in a test cell that is temperature is approximately 140°F. (60°C.) before star-
clean and free of any articles that could be moved by the ting the run-in schedule. See Table 8-2.
test club air blast.
8-8. Operate during the run-in with (MIL-L-6082 Grade
8-3. The following instruments should be used, plus any 1100) lubricating oil or if the engine is to be stored operate
additional instruments that may be deemed necessary by with a mixture of 35' MIL-C-6529, type 1 and 65' MIL-
the operator. 0 ° to 600°F. temperature gage, counter L-6082.
tachometer, fuel flow meter, fuel pressure gage, manifold
pressure gage, oil temperature gage, oil pressure gage and 8-9. Fuel should conform to specifications. See Table 8-1.
an oil flow measuring device.
8-10. Engines equipped with a fuel pump shall be tested
NOTE
with a test stand fuel system terminating in a float
Lycoming recommends that a test cell be used for chamber vented to the atmosphere. The fuel level in this
run-in of engines after overhaul Consult engine test eq uip- chamber shall be below the entrance to the fuel pump by
ment, SSP1169, for more detail list of cell equipment and at least one foot. The fuel pressure to the chamber shall be
schematic of oil supply system and fuel. In the event a maintained at 2 to 5 psi.
test cell is not available, it is permissible to mount the
engine in the airframe for the run-in providing the follow- 8-11. Engines not equipped with a fuel pump shall be
ing requirements are observed tested with a remote fuel pump.
1. Consult Table 8-4 for the correct configuration of test 8-12. Attach the instrument connections and connect oil
club adapter and bolts to be used during test. Do not and fuel lines. Connect throttle and mixture control levers
use a flight propeller during test. to the stand controls. Be sure the cables are free and not
binding and that the travel is sufficiently long enough to
2. A cooling shroud equivalent to a test cell cooling completely open and close throttle and move the mixture
shroud is installed. control from full rich to idle cut-off. Install the applicable
cooling shroud, test club (64802), adapter (64980) and
3. The airframe gages may not be used. All necessary bolts (64983). See Special Service Tool Catalog No.
calibrated gages shall be installed independent of the SSP2172. Be certain that the test club will turn up the
airframe. rated RPM ± 50. See Table 8-1.
8-4. Test stand oil supply pressure to engines which can 8-13. It is desirable to keep a log sheet and record the in-
be run simulated wet sump shall be held to 1.5 - 2.0 psi strument reading during each speed of the run-in
throughout the run. Test stand oil supply pressure to schedule.
engines run simulated dry sump shall be held to 0.5 - 3.0
psi at rated conditions. Personnel should consult Service 8-14. Before starting be certain that the magneto switch is
Bulletin No. 113 when desiring to use dry sump test stand in the "off" position. Turn the engine over a few revolu-
installation for wet sump engines. tions to ascertain that no interference exists within the
arc of the test club or within the engine itself. If it does
8-5. Engines equipped with an integral full flow oil filter, not turn freely, do not try to force it or attempt to start
should be run-in with a slave filter and the regular filter in- until the cause has been determined and the fault cor-
stalled at the end of the run. rected.
TABLE 8-1
ENGINE RUN-IN TEST LIMITS
Fuel Press. Maximum Oil Oil Press. Max. Cyl.
psi-at inlet Fuel-Minimum Consumption Operating- Head Temp. Full Throttle
Models to carb. or Octane Rating psi Oil Inlet Oil Outlet Bayonet Engine Speed
injector Aviation Grade Lbs/Hr. Qt./Hr. Normal Idle Temp. F. Temp °F. Location °F. RPM
0-320-H 1-6 100/130 1.2 .67 75-85 35 165-230 190-210 500 2700
0-360-E 1-6 100/130 1.4 .78 75-85 35 165-230 190-210 500 2700
8-1
Test Procedure
TABLE 8-2
RECOMMENDED RUN-IN SCHEDULE
RPM LOAD TIME REMARKS

1200 Prop. load 10
1500 Prop. load 10
1800 Prop. load 10
2000 Prop. load 10
2200 Prop. load 10 Check magneto drop-off*.
2400 Prop. load 10
Normal Rated** Prop. load 15
Normal Rated** Prop. load 60 Oil consumption run.
* - Do not exceed 150 RPM drop on either magneto or 35 RPM difference between magneto.
8-15. Run-In. Start the engine in accordance with the controlled by the addition of STD-425 washers under the
following procedure. cap as required (maximum of nine), to increase the
pressure. Particles of metal or other foreign matter bet-
a. Place mixture control in full-rich position. ween the ball and the seat can cause the oil pressure to
drop or fluctuate. Therefore, if a drop or excessive fluctua-
b. Turn fuel valve to on position. tion is noted it is advisable to disassemble, inspect and
clean the valve.
c. Set throttle at 1/10 open position.
8-21. Idle Speed Adjustment. With the engine thoroughly
d. Turn magneto switch to "left" and engage starter. warmed up, check magneto drop-off. If the magneto drop-
off is normal, proceed with the idle adjustment. Close the
(1) Turn combination magneto starter switch to start. throttle. Adjust the idle speed adjusting screw so as the
engine RPM is approximately 600 RPM. After the mix-
e. When engine fires move magneto switch to "Both". ture is adjusted it may be necessary to readjust the idle
RPM to the desired speed.
(1) Combination spring loaded switches will return to
"Both". 8-22. Mixture Adjustment. With the engine operating at
the idle speed as previously set, move the mixture control
CA UTION lever with a smooth steady pull into the idle cut-off posi-
tion and observe the tachometer for any change in RPM
If oil pressure is not observed with ten (10) seconds, stop during the leaning process. Caution must be exercised to
engine and determine cause. return the mixture control level to "Full Rich" before the
RPM can drop to a point where the engine cuts out. An in-
8-16. Operate engine at approximately 1000 RPM until a crease of more than 50 RPM while "leaning out" indicates
minimum oil in temperature of 140°F. is obtained. Check an excessively rich mixture. A decrease in RPM (if not
magneto drop-off and general operation of the engine. preceded by a momentary increase) indicates that the
Check the engine for oil leaks. Any malfunction or oil leak mixture is too lean.
should be remedied before continuing the run.
8-23. If it is indicated that the mixture is either too lean or
8-17. Complete the run in accordance with the schedule too rich, turn the idle mixture adjustment in the direction
listed in Table 8-2. required for correction. Check this setting by repeating
the procedure in paragraph 8-21. Each time the adjust-
8-18. Oil Consumption Run. An oil consumption run ment is changed, it is necessary to run the engine for a
should be made at the end of the run-in schedule. Oil con- short time at 2000 RPM to clear the engine out before pro-
sumption can be determined by the use of a scale tank ceeding with the idle speed check. The final adjustment of
through which the oil line pass and the scale reading the idle speed should be made with the throttle closed
taken at the beginning and end of the oil consumption against the idle stop.
run. Or it can be determined by draining and weighing the
oil supply before and after the oil consumption run. Oil 8-24.Preservation and Storage. In the event the engine is
temperature should be held as closely as possible to the to be stored at the completion of the run-in the engine
limits shown in Table 8-1. Oil consumption should not ex- should be preserved in the following manner.
ceed the maximum as listed in Table 8-1.
8-25. Upon completion of the run-in, drain the oil. Refill
8-19.Oil Pressure Relief Valve. Subject engines are equip- the engine with a 1 to 1 mixture of MIL-C-6529, Type 1,
ped with a non-adjustable relief valve. A brief description and Bayol "D" or equivalent.
follows.
8-26. Remove top spark plugs, and with the crankcase full
8-20.Non-Adjustable Oil Pressure Relief Valve. Although of oil, slowly turn the propeller through two (2) revolu-
the valve is not adjustable, the oil pressure can be tions.
8-2
TestProcedure
Let engine stand for ten (10) minutes after which the pro- 8-33. Exhaust ports and other openings should be closed
peller should be turned back and forth through 90 for with suitable covers.
twelve (12) cycles. Drain the preservative oil.
8-34. All exposed cadmium plated and machined surfaces
8-27. Spray the exhaust port and valve of each cylinder should be liberally coated with soft-film, corrosion preven-
with the piston approximately 1/4 turn before top center titive compound, MIL-C-16173, Grade 2.
of the exhaust stroke using MIL-C-6529 oil, Type 1.
8-35. Although the above procedure should prevent corro-
8-28. Spray each cylinder with an airless spray gun sion under favorable conditions it is recommended that
(Spraying System Company "Gunjet" model 24A-8395 or the engine be periodically inspected for evidence of corro-
equivalent) through the spark plug holes with MIL- sion. If corrosion should be present, the affected part
C-6529 oil, Type 1. Spray approximately two (2) ounces of should be cleaned and the engine represerved. Also,
oil into each cylinder. engines preserved by the above procedures are not ade-
quately protected for extended periods of storage. If at
8-29. For all spraying the spray nozzle temperature shall the end of 60 days it is found that the engine must remain
be maintained between 200°F. and 220°F. in storage it must be represerved.
NOTE 8-36.Represervation Run. The represervation run should
In the event an airless spray gun is not available, it is be accomplished under the same conditions as the run-in
recommended that a moisture trap be installed in the air after overhaul except that only the followin time schedule
line of the conventional spray gun and the oil shall be must be followed.
200°F. to 220°F. at the nozzle.
TABLE 8-3
8-30. Seal the breather openings with oil and moisture
resistant caps or dehydrator plug, P/N 40238 or RECOMMENDED REPRESERVATION SCHEDULE
AN4062-11.
RPM LOAD TIME (MINUTES)
8-31. All accessory drives for which oil seals are provided
shall be liberally coated with MIL-C-6529 oil, Type 1, 1200 Prop. Load 5
before applying the drive covers. 1800 Prop. Load 5
2400 Prop. Load 5
8-32. Engines shall have spark plugs installed in the bot- Normal Rated See Table 8-1 15
tom cylinder location and dehydrator plugs, P/N 40238 in-
stalled in the upper cylinder location. The ignition harness
shall be attached to the spark plugs in the bottom loca- 8-37. Preservation and Storage. Float Type Carburetors.
tions and have ignition cable protectors (AN-4060) on the Carburetor shall be emptied of all residual gasoline and
top locations. the throttle locked in the closed position.
TABLE 8-4
TEST PROPELLER CONFIGURATION
TEST TEST TEST

ENGINE PROPELLER PROPELLER PROPELLER
MODELS P/N ADAPTER P/N BOLTS P/N
0-320-H 64802 64980 64983
0-360-E 64803 64981 64984
LO-360-E ST-298 64981 64984
8-3
SECTION 9
TABLE OF LIMITS
This section of the manual has been reserved for the

Special Service Publication No. SSP-1 776 Part I, Table of
Limits and Tightening Torque Recommendations.
Upon receipt of the owner's registration card, attached

in the front of this manual, at Lycoming, a copy of
the Special Service Publication SSP-1776 Part I will be
forwarded to the registered owner.
The SSP-1776 Part I should then be inserted in the

manual at this location.
Also, the return of the registration card will assure the

owner that for a period of three (3) years all future revi-
sions to this publication and the Table of Limits will
automatically be forwarded.

PA44 Lycoming Ovehaul Manual 76 Series 60294-9 Rev Jun 1996

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

PA44 Lycoming Ovehaul Manual 76 Series 60294-9 Rev Jun 1996

Uploaded by

Copyright:

Available Formats

Lycoming

SERVICE TABLE OF LIMITS

PART I DIRECT DRIVE ENGINES (Including VO and IVO-360)

SECTIONI 500 SERIES CRANKCASE,CRANKSHAFT & CAMSHAFT

SSP1776 April 30, 1979*

* - Indicates cut-off date for data retrieved prior to publication.

PART I DIRECT DRIVE ENGINES (Including VO and IVO-360)

Ref. Ref. Chart Nomenclature Dimensions Clearances

500 501 A All Main Bearings and .0025L

A Diameter of Main Bearing 2.3735

Connecting Rod Bearing and .0008L

Ref. Ref. Chart Nomenclature Dimensions Clearances

501 S-T-AF Diameter of Connecting Rod

Ref. Ref. Chart Nomenclature Dimensions Clearances

Ref. Ref. Chart Nomenclature Dimensions Clearances

522 774 ALL O.D. of Counterweight Roller

Longitudinal Section Thru Engine

Crankcase,Crankshaft, Camshaftand RelatedParts

Ref. Ref. Chart Nomenclature Dimensions

600 510 ALL Connecting Rod and Connecting Bushing To Be

B-D Diameter of Piston Pin Plug .8405

Ref. Ref. Chart Nomenclature Dimensio ns Clearances

606 517 A Piston Ring and Piston - Side .003L

Ref. Ref. Chart Nomenclature Dimensions

611 523 A Exhaust ValveSeat and Cylinder .0065T

B-D-G-J-S-T-Y-BD-BE Exhaust Valve Seat and Cylinder .0045T

S1-S2-S3-S5-S6-S7- Exhaust Valve Seat and Cylinder .0075T

A O.D. Exhaust Seat 2.0025

B-D-G-J-S-T-Y-BD- O.D. Exhaust Seat 1.7395

A I.D. Exhaust Seat Hole in 1.994

B1-C-J-S-T-Y-BD- O.D. Intake Seat 2.0815

613 526 ALL Exhaust Valve Guide and .001T

Ref. Ref. Chart Nomenclature Dimensions Clearances

613 257 Y O.D. Exhaust Valve Guide .6267

Ref. Ref. Chart Nomenclature Dimensions Clearances

615 527 A-B-D Finished I.D. Exhaust Valve .4040

616 529 ALL Intake Valve Stem and Valve .0010L

Ref. Ref. Chart Nomenclature Dimensions Clearances

619 611 S1-S2-S3-S5-S6- Finished I.D. of Valve Rocker

Cylinder, Piston and Valve Components

ANGLE VALVE HEAD

Cylinder, Piston and Valve Components

Ref. Ref. Chart Nomenclature Dimensions Clearances

Ref. Ref. Chart Nomenclature Dimensions Clearances

708 545 G2-S2 ScavengePump Drive Shaft and .0010L

Ref. Ref. Chart Nomenclature Dimensions Clearances

724 620 A-B Crankshaft Idler Gear - End .003L

Ref. Ref. Chart Nomenclature Dimensions Clearances

733 675 G-J-SG-J-S Rear Governor Gear and .0010L

Ref. Ref. Chart Nomenclature Dimensions Clearances

742 791 G-J-S

Ref. Ref. Chart Nomenclature Dimensions Clearances

758 T-AF Magneto Gear and Bushing .0015L

6 CYL-DUAL MAG 4 CYL-DUAL MAG

AN FUELPUMP(6 8 CYL) AN FUEL PUMP(4CYL)

6 CYL.(WIDEDECK)(2200 LB.) NARROWDECK(6 & 8 CYL.

REAR PROP GOV (4 CYL.) REAR PROP GOV (4 CYL.)

RearGovernorand Hydraulic Pumps

VACUUMPUMP & TACHOMETER -740

VACUUMPUMP DUAL DRIVE(VACUUMPUMP & PROPGOV)

Tachometer Drives, Vacuum and Hydraulic Pumps

DUAL MAG.(6 & 8 CYL.)

AccessoryDrives: Magnetos,Generatorsand Starters

Accessory Drives: Magnetos